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REVIEW^^s^ 


In  which  is  incorporated  ''THE  WHEEL'*  (New  York)  and  the  "AMERICAN  CYCLIST"  (Hartford) 


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New  York,  N.  Y.,  U.  S.  A.,  Thursday,  October  3,  190L 


$2.()o  a  Year. 
10  Cents  a  Copj. 


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REVISED   EDITION  OF 


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MOTOCYGLES  AND  HoW  TO  MANAGE  ThEM."  \ 


BY   A.  J.  WILSON. 


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THE  ONLY  BOOK  OF  THE  SORT  IN  EXISTENCE. 


iS  126    RAGES;     Al    ILLUSTRATIONS. 

ilv  (Nearly  twice  as  many  as  previous  paper-covered  editions.) 

/k  BRISTLES  WITH  VALUABLE  INFORMATION  FOR  THOSE  WHO  RIDE  AND  THOSE  WHO  INTEND  TO  RIDE 

f^  OR  HANDLE  MOTOCYGLES. 

t  "  ""^ 

yjc  Contains  Chapters  on  "The  Motocycle  Itself:  What  it  is  and  How  it  Works';  "Care  and  K«ep       T 

/l\  of  Motocycles" ;  "Motor  Bicycles";  "Defects  and  How  to  Remedy  Them"                           •■ 

/j\  NOW  SUPPLIED   BOUND  ONLY   IN  CLOTH.     PRICE,  $1.00. 


XHE    GOOOrs/IAN    CO.,    123-125    TRIBUISIE:    BUII-OIISIG,    rMENA/    YORK    CIXY. 


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■JOaHBi 


KCltWM 


GET  IN  THE  BANDWAGON 


DIFFERS 

r  FROM  A  Bicycle  ; 

THEREFORE  IT5  PRrCE 
IS  DIFFERENT 

NOCilEAPRACYCLES 


-Racycle 

I  NEVER  SOLD  BY 

>nAiL  Order  HOUSES 

THE  GRAVE  DIGGERS 


ALL  DEALERS 
NO  RACYCLES  lent  , 

GIVEN  AWAY  OR  CONSIGNED 

HO  IMDUCEMENT  EXCEPT     ^ 

THE  RACYCLE  <- 


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c;AN.I^Qi|        [  SEPT.  IQOl]  Jg- JAM    \G)QZ 


288  BICYCLE  fACTOMES    69  BICYCLE  FACTORIES      35  BICYCLE  FACTORIES    RACYCLE  ANYWAY 


MIAMI     CVCLE-    <Sc   M  FQ.  CO..  Ml  D  DLETOWN-OH  I  O 


<\H  tV\^  vevi-  'J'  0  ..'cA  n  ■ 


Why  Waste  Wealth 

and  energy  toying  with  makeshifts  and  just-as-goods 
when  the 

Mitchell  Motor  Bicycle 

is  within  your  reach  ? 

IT  HAS  BEEN  TRIED  AND  PROVEN  TRUE 

and  with  the 

FULL  LINE  OF  MITCHELLS 

in  all  models  and  at  all  prices,  we  maintain  that  the 
Mitchell  agents  are  superbly  equipped  to  meet  any 
and  all  calls  made  on  them.    Are  you  one  of  them  ? 


( 


COASTER-BRAKE 

TROUBLES  ELIMINATED 


IN  THE  FINISHED 


Wisconsin  Wheel  Works, 

RACINE  JUNCTION,  WIS. 


FORSYTH 


DON'T  CLOSE 
UNTIL  YOU  SEE  IT. 

^r\Pr\c^\  Po^fflf  OC:  ♦  Simplicity  ( fewer  parts  than  any 
.jpCClctl  1  CdLUICb*  ojjjgj)  Lightness,  Strength,  Posi- 
tive in  Action,  Fitted  to  either  Chain  or  Chainless,  Frictionless 
(coasts  as  easily  as  a  cliain  wheel  without  any  chain; )  above  all, 
our  own  EXCLUSIVE  SPECIAL  FEATURE,  Regulation  of 
the  crank  —  throw  can  be  adjusted  without  removing  from  the 
frame;  no  other  Coaster-Brake  on  the  market  has  this  feature. 

These  few  points  ought  to  set  you  thinking.      We  have 
others.     Better  write  us  at  once. 


FORSYTH  MFG.  CO.,    BUFFALO,  N.Y. 


THE  BICYCLING  WORLD 


ww^ 


NO  JOBBER 

Can  Afford  to  "Sign  Up" 

before  obtaining  the  Barwest  proposition. 

DON'T  DO  SO! 

It  is  better  to  be  sure  than  to  be  sorry,  you  know. 
The  proposition  is  as  good  as  the 

BARWEST  COASTER=BRAKE 

itself 
and  it  is  simply  a 

Wonder=worker  and  the  Biggest  Money=maker 


ever  presented  to  the  trade. 


CONTAINS 


I    1 
1-  -i 


WEIGHS 


NINE  ( 9 )  PIECES  ONLY       !  LESS  THAN  ANY  OTHER. 


APPEARANCE  —  Small  Barrel  Hub, 
I  3-4  inches  in  diameter;  dust  proof, 
any  size  sprocket  and  always  in 
line. 

COASTS  ON  BALLS  — Valve  stem 
balances  wheel  which  is  free  in  either 
direction. 


BRAKE  RING  —  Phosphor  |Bronze 
against  the  steel  hub. 

NO  FIBRE  —  Consequently  oil  can  be 
freely  used  without  impeding  brak- 
ing ability, 

NEVER  STICKS— The  brake  ring  in- 
stantly releases. 


NO  RATTLE  NO  SQUEAK  NO  SLIP 

NO  BACKLASH         NO  LOST  MOTION 


All  Retailers 


will  find  it  profitable  to  get  in  touch  with  us  on  the  "  double-quick." 


The  Barwest  Coaster=Brake  Co.,  99  chambers  st..  New  York. 


THE  BICYCLING  WORLD 


^* 


m 


The  Year  I902 
Will  Divide  the  Trade 


into  two  classes — the  Progressives  and  Non-progressives. 
;;^The  classes  have  always  existed  after  a  fashion,  but 
next  year  the  dividing  line  will  be  so  clean  cut  and  dis- 
tinct that  all  may  see. 

The  motor  bicycle  will  mark      e  division. 
It  will  be,  so  to  speak,  the  badge  of  the  Progressives — 
the  dealers  who  are  not  content  to  stand  still  and  hang 
their  future  on  the  flimsy  peg  of  Kope. 


Failure  to  possess  and  push  a  motor  bicycle  will  dis- 
tinguish the  Non-progressives — the  wishers  and  waiters 
of  the  trade — the  class  that  "hopes  that  something  will 
turn  up"  in  contradistinction  to  the  Progressives  who 
realize  that  it  is  "  up  to  them  "  to  turn  up  something,  and 
who  appreciate  that  the  motor  bicycle  is  the  bicycle  of 
promise — the  bicycle  of  the  future. 


U9t9*9i»t 


t9t9t9t9iiXHme,'9ti9'*9^^*^*^f'^\^\^\9'f9',9',9',9ii^,i^,ia^,',^,i^,i^,i^,M 


It's  for  You  to  Decide 


in  which  class  you  will  take  your  stand,  and  the  time  to 
decide  is  now. 

x\s  there  are  great  differences  in  men,  so  are  there 
great  differences  in  motor  bicycles.  There  is  no  ques- 
tion, for  instance,  that  the  Royal  leads  them  all,  (If  in 
doubt,  look  at  the  others.)  As  but  one  Progressive  in 
each  town  can  obtain  the  Royal  agency,  the  fact  should 
arouse  you  to  instant  action. 


Why  let  the  "  other  fellow "  beat  you  in  the  race  to 
obtain  the  agency  for  the  bicycle  that  will  attract  atten- 
tion the  quickest,  advertise  you  most,  sell  the  most  read- 
ily and  pay  the  handsomest  profits? 

Remember  the  story  of  the  early  bird,  and  prove  yonr- 
self  a  real  Progressive  ! 

While  postage  stampsi  are  so  cheap,  you  cannot  use 
one  for  a  better  purpoes. 


ROYAL  MOTOR  WORKS,  CHICOPEE  FALLS,  MASS. 


^Siir#i^#^#i^Si5i#i5i(i)i5^Si5i#^SV!?#i5i#i??#i^>i#i5^ 


It 
^5 


i^rf 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  which  is  incorporated  "  The  ^heel  and  Cycling  Trade  Review  **  and  the  **  American  Cycllit." 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  October  3,  1901. 


No.   1 


ALL  SALES  DEPARTMENTS  GO 


A.  B.  C.  Merges  Them  Into  Three  Central  Departments 

With  New  Managers  in  Charge — Shifts=about 

in  Headquarters  Staff,  Also — Few 

Branch  Stores  to  Remain. 


RETAIL  POOL  UNFOLDS  PLANS 


Places  Itself  on    a   Substantial    Basis    by  Buying  Out= 

right  one  of  New  England's  Biggest  Jobbing 

Houses — Specific    Statement  of    its 

Objects  and  Offerings. 


It  has  now  developed  that  the  American 
Bicycle  Co.'s  discontinuance  of  the  Columbia 
Sales  Department,  as  reported  last  week, 
was  but  one  of  a  succession  of  orders  that 
have  wiped  out  all  other  sales  departments 
as  hitherto  constituted. 

The  Columbia,  Cleveland,  Crescent,  Ram- 
bler, Monarch  and  Featherstone  departments 
—all  that  remained  after  the  last  shakedown 
—are  no  more.  They  have  ceased  to  exist, 
and  managers  and  office  employes  alike  have 
been  given  their  "papers." 

The  six  departments  have  been  merged 
into  .-.ree,  one  of  which  will  be  located  in 
iNCW  York,  one  in  Chicago  and  the  third  in 
San  Francisco.  They  will  probably  be  styled, 
in  order,  the  Eastern,  the  Western  and  the 
Pacific  sales  departments,  and  each  in  their 
respective  territories  will,  of  course,  handle 
the  various  bicycles  made  by  the  company. 

The  headquarters  staff  itself  does  not 
escape  the  pruning  knife. 

The  management  of  the  general  sales  de- 
partment, heretofore  controlled  by  Third 
Vice-President  Merseles,  has  been  added  to 
the  duties  of  Second  Vice-President  Bromley, 
who  also  retains  the  reins  of  the  manufact- 
uring department.  His  chief  assistant  and 
virtual  purchasing  agent,  J.  C.  Matlack,  goes 
from  headquarters  to  Chicago  to  assume  the 
management  of  the  new  Western  Sales  De- 
parment,  which  will  probably  be  located  in 
the  Crescent  factory.  The  manager  of  the 
Eastern  Department  will  be  Charles  E. 
Walker,  who  will  not  be  attached  to  the 
central  office,  but  will  have  offices  in  War- 
ren sti-eet,  New  York,  in  one  of  the  buildings 
now  occupied  by  an  A.  B.  C.  branch.    Which 


one  has  not  been  definitely  decided.  The 
manager  of  the  Pacific  Depai-tment  has  not 
yet  been  selected. 

]Mr.  Bromley  and  Mr.  Matlack,  the  latter 
of  whom  is  often  accused  of  having  ice 
water  in  liis  veins,  are  both  original  Feather- 
stone  men  and  came  to  New  York  from  the 
West.  Mr.  Walker  is  an  old  Columbia  man, 
and  served  at  Hartford  under  ex-Manager 
Albert  L.  Pope,  whose  recent  utterance,  or 
alleged  utterance,  "'Trusts  are  bad  things  for 
the  country,"  is  being  mistakenly  credited 
to  his  father.  Colonel  Albert  A.  Pope,  who 
still  retains  his  interests  and  position  in  the 
company. 

While  the  sales  departments  are  abolished, 
the  factories  to  which  they  were  attached 
and  all  other  factories  now  in  operation  are 
not  affected,  and  will  be  continued  in  opera- 
tion. Branch  stores,  however,  are  due  to  feel 
the  knife  keenly.  No  branch  that  has  failed 
to  earn  a  profit  this  year  will  be  continued. 
HoAV  many  branches  will  be  affected  by  this 
dictum  the  Bicycling  World's  informant 
could  not  say,  "but,"  he  added,  "it's  sound 
business  policy,  isn't  it?" 

The  information  as  detailed  is  authorita- 
tive, and  comes  from  an  official  source.  It 
will  serve  to  set  at  rest  at  least  some  of  the 
many  rumors  that  are  afioat. 

Reports  of  a  general  reorganization  and 
that  the  bondholders  of  the  A.  B.  C.  would 
assume  control  and  direction  of  its  affairs, 
and  that  two  vice-presidencies  will  be  abol- 
ished, this  informant  stamped  as  idle  gossip. 
Nothing  of  the  sort  is  likely,  he  said;  and, 
save  the  action  already  taken  by  the  execu- 
tive committee,  nothing  else  is  possible. 

The  annual  meeting  of  the  company  occurs 
on  Tuesday  next,  and  what  may  grow  out 
of  it  no  man  can  say;  certain  it  is  that  those 
in  position  to  do  so  do  not  anticipate  any- 
thing of  a  sensational  nature. 


While  many  in  the  trade  have  been  specu- 
lating as  to  the  whys  and  wherefors  of  the 
Equitable  Distributing  Co.-^the  New  Eng- 
land retail  pool — the  officials  of  the  company 
themselves  have  had  important  irons  in  the 
fire. 

The  first  of  these  was  drawn  out  late  last 
week,  and  develops  a  surprise  of  the  first 
magnitude:  The  Equitable  people  have  pur- 
chased, lock,  stock  and  barrel,  the  well 
known  United  Supply  Co.,  of  Boston.  They 
came  into  possession  of  the  stock  and  prem- 
ises, 55  Hanover  street,  on  the  1st  inst.,  the 
latter  of  which  is  now  designated  the  "tem- 
porary warehouse"  of  the  Equitable  Co. 

The  United  Supply  Co.  represented  an 
amalgamation  of  George  F.  Kehew  &  Co. 
and  the  Elastic  Tip  Co.,  and  was  one  of  the 
three  largest  and  best  known  and  best 
stocked  jobbing  houses  in  New  England;  the 
dealers'  organization  is  thus  placed  on  a 
firm  footing,  with  a  ready  stock  of  all  that 
their  members  may  require.  Mr.  Kehew  re- 
tains no  interest  whatever  in  the  business, 
and  has  no  definite  plans  for  the  immediate 
future. 

Simultaneously  some  definite  and  specific 
information  regarding  the  aims  and  scope  of 
the  Equitable  Distributing  Co.  is  given  out, 
to  wit: 

Objects:  To  secure  as  stockholders  and 
associate  members  all  legitimate  bicycle 
dealers  with  ability  to  pay  spot  cash.- 

To  rigidly  maintain  list  prices. 

To  secure  for  our  stockholders  and  asso- 
ciate members  all  sundries,  tires,  parts,  etc., 
etc.,  at  such  prices  that  the  jobber's  profit  is 
entirely  wiped  out. 

To  secure  for  them  a  low  priced,  good  bi- 
cycle, stripped  except  chain  and  seat  post. 


THE  BICYCUNG  WORLD 


at  a  price  within  5  per  cent  of  the  cost  of 
such  a  bicycle  bought  in  lots  of  5,000. 

To  carry  at  all  times  a  complete  line  of 
parts,  tires,  sundries,  etc..  etc.,  so  that  we 
can  make  prompt  shipments.  Such  goods 
can  be  secured  by  all  members  at  5  per  cent 
above  the  jobber's  cost. 

To  secure  options  on  all  job  lots  for  the 
benefit  of  our  members,  only  taking  those 
that  our  members  can  handle. 

Advantages:  No  stocking  up  on  the  part 
of  the  dealer  in  order  to  secure  price.  Price 
will  be  the  same  on  one  as  on  one  thousand. 

By  carrying  large  stocks  prompt  shipments 
are  assured,  thus  preventing  loss  of  sales  to 
you. 

No  bicycle  dealer  can  secure  one  dollar's 
worth  of  goods  from  this  company  unless 
he  is  a  member  of  the  company  in  good 
standing. 

It  means  that  every  member  will  become 
a  jobber  in  his  own  vicinity. 

Membership:  Incorporated  under  the  laws 
of  Maine.    Stock  non-assessable. 

A  stockholder  agrees  with  the  company  to 
take  ten  shares  of  stock  and  pay  for  same 
in  ten  monthly  instalments  of  $25  each. 

The  whole  amount  paid  in  by  any  stock- 
holder is  withdrawable  at  any  time  by  giv- 
ing thirty  days'  notice,  and  the  whole  of  the 
money  paid  in  returned  to  him. 

A  stockholder  can  secure  credit  up  to  the 
amount  of  stock  he  has  paid  for. 

On  the  first  Tuesday  in  August  a  stock- 
holders' meeting  will  be  held,  when  divi- 
dends will  be  declared.  Stockholders  to  be 
the  dealers  in  large  cities  and  towns. 

An  applicant  for  associate  membership 
must  be  voted  in  by  the  board  of  directors. 

He  pays  an  annual  fee  into  the  company 
of  $25  per  year,  payable  in  five  monthly  in- 
stalments, beginning  September  1  of  each 
year.  Any  applicant  being  accepted  after 
January  1  of  any  year  must  pay  the  $25 
membership  fee  in  full,  together  with  such 
bonus  as  the  directors  may  determine. 

The  associate  members  receive  all  advan- 
tages of  a  stockholder  except  credit  and 
dividends. 

Neither  the  Facts  nor  Figures  Lie. 

Will  the  British  cycling  press  men  ever 
permit  the  facts  regarding  the  iniquitous 
American  tariff  to  percolate  into  their  cra- 
niums,  we  wonder?  The  duty  on  bicycles 
was  never  less  than  35  per  cent.  It  was  45 
per  cent  when  importations  of  British  ma- 
chines reached  their  height,  and  the  total 
extinction  of  the  trade  came  without  there 
being  the  slightest  change  from  this  figure. 


WEST  m  GOOD  SHAPE 


A.  B.  C.  Bonds  Advance. 

On  Tuesday  sales  of  10,000  American  Bi- 
cycle bonds  were  made  at  65 — an  advance  of 
5  points.  The  stocks,  however,  still  sag.  Pre- 
ferred is  quoted  at  8  bid,  10  asked,  and  com- 
mon at  2  bid,  3  asked. 


Jobber  Robey  Details  Some  of  the  Favoring 
Causes— Sees  Inch  Tubing  Coming. 

Among  the  visiting  tradesmen  in  New 
York  last  week  was  Fred  Robey,  of  the  Ex- 
celsior Supply  Co.,  whose  extensive  jobbing 
interests,  in  the  West  particularly,  keeps  him 
in  close  touch  with  the  trade.  He  confirms 
what  others  have  stated,  that  the  business 
in  the  West  has  been  far  better  than  in  the 
Eastern  half  of  the  country.  Despite 
weather  conditions,  the  Excelsior  business 
shows  an  increase  over  last  year,  sales  dm-- 
ing  June  and  July  having  more  than  made 
good  the  effects  of  the  wet  spell. 

The  more  wholesome  state  of  affairs  in  the 
West  Mr.  Robey  attributes  to  several  causes. 
There  are  now  fewer  dealers  and  jobbers  in 
that  section  than  is  the  case  in  the  East  and 
as  a  result  those  that  remain  get  the  busi- 
ness that  formerly  fell  in  small  bits  to  a 
much  greater  number.  The  Western  market 
is  also  remarkably  clean  of  job  lots  and 
price  cutters,  in  fact  Mr.  Robey  said  that 
job  lots  were  practically  unsalable  west  of 
Buffalo.  Buffalo  and  New  York  City  are 
practically  the  only  places  of  importance 
that  now  hold  any  hope  or  comfort  for  the 
man  with  old  goods  to  unload. 

When  his  statement  that  there  were  now 
fewer  jobbers  in  the  West  than  in  the  East 
was  questioned,  and  a  number  of  fairly  well 
known  houses  were  named,  Mr.  Robey  re- 
plied: 

"Oh!  those  are  what  we  term  'wholesalers.' 
We  do  not  call  any  one  a  jobber  who  travels 
five  men  or  less.  Many  of  the  'wholesalers' 
buy  of  us.  There  are  really  but  three  big 
jobbing  houses  in  the  West" 

Tubing  is  a  considerable  factor  in  the  Ex- 
celsior stock,  and  being  in  touch  with  many 
cycle  manufacturers,  Robey  gives  it  as  his 
opinion  that  one-inch  tubing  will  generally 
prevail  next  year.  In  tires  he  says  that 
while  their  sales  of  both  single  and  double 
tubes  have  increased,  the  greatest  percent- 
age of  increase  is  in  the  latter. 


"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocycles  and  How  to  Man- 
age Them."  $1.  The  Goodman  Co.,  Box  649, 
New  York.  *** 


Retiring  Dealer's  Troubles. 

The  law  is  a  great  institution.  It  is  called 
on  to  settle  many  vexed  and  disputed  ques- 
tions, and  it  is  always  found  competent  to 
cope  Avith  them,  no  matter  how  complicated 
they  may  be. 

This  was  illustrated  the  other  day  in  the 
(rase  of  Albert  E.  McDaniel,  of  Wilming- 
ton, Del.,  who,  worsted  by  the  bad  weather 
and  crther  untoward  circumstances,  and  han- 
dicapped by  very  insufficient  capital,  was 
about  to  give  up  the  struggle  and  close  his 
store.  His  stock  had  been  reduced  to  a  very 
low  ebb,  and  consisted  principally  ^f  a  lot 
of  sundries  that  had  been  sent  to  him   on 


consignment  by  a  jobbing  concern  in  Phil- 
adelphia. 

Being  perfectly  honest,  as  are  most  of  his 
class,  the  unfortunate  dealer  had  gathered 
these  consigned  articles  together,  prepara- 
tory to  shipping  them  back  to  the  consignor. 
This  done,  he  expected  to  wash  his  hands  of 
the  business  and  seek  other  employment. 

Unfortunately,  or  fortunately,  according  to 
the  viewpoint,  the  dealer  had  a  landlord 
who  was  looking  for  some  arrears  of  rent. 
Getting  wind  of  the  contemplated  closing, 
the  latter  appeared  on  the  scene  and  speed- 
ily got  the  hang  of  things.  Accordingly  he 
seized  the  consigned  goods  and  made  prepa- 
rations to  have  them  sold  to  satisfy  his  claim. 
Thereupon  the  owner  of  the  goods  came 
down  and  tried  to  replevin  them.  Failing  in 
this,  he  turned  on  the  dealer  and  threatened 
to  sue  him  for  larceny. 

It  was  a  pretty  question  to  decide.  But, 
as  hinted,  the  law  was  prepared,  and  it  said 
that  the  consignor  and  the  landlord  must 
fight  the  matter  out;  the  consignee,  being 
innocent  in  both  intent  and  act,  could  not 
be  made  to  suffer  in  the  matter. 

So  the  legal  battle  is  going  on,  with  the 
chances  all  in  favor  of  the  landlord. 


Canadians  in  Australia. 

The  Canada  Cycle  and  Motor  Co.,  which 
embarked  in  the  export  trade  about  a  year 
ago,  and  which  has  apparently  made  Aus- 
tralia its  chief  objective,  is  now  figuring  on 
manufacturing  out  there.  T^te  Australian 
papers  contain  its  advertisement  for  a  build- 
ing in  Melbourne  containing  at  least  "10,000 
square  feet  of  floor  space,  exclusive  of  stair- 
ways, lifts,  etc.,  the  buildings  and  floors  to 
be  01  such  construction  as  to  stand  the 
strain  of  heavy  presses,  lathes,  steam  drop 
hammers  and  screw  machines."  The  Can- 
ada Co.  already  maintains  two  depots  in  the 
colony,  one  in  Melbourne,  the  other  in  Syd- 
ney.   

Caiver  Gets  his  Discharge. 

William  C.  Caiver,  of  Philadelphia,  Pa., 
individually  and  as  a  copartner  with  Edward 
S.  Allen,  late  trading  as  the  Allen  Indicator 
Glass  Gauge  Co.  and  the  Verticle  Bicycle 
Mfg.  Co.,  was  discharged  as  a  voluntary 
banlvrupt  in  the  United  States  District  Court 
on  Friday  last. 

Wilson  With  Rubber  Goods. 

J.  C.  Wilson,  who  some  three  months  since 
resigned  the  secretaryship  of  tlie  Hartford 
Rubber  Works  Co.,  to  accept  the  general 
management  of  the  Seamless  Rubber  Co., 
has  relinquished  the  latter  position  for  an 
important  post  in  the  Rubber  Goods  Mfg. 
Co.    He  will  be  located  in  New  York. 


Stratton's  Store  Closed. 

The  retail  store  of  the  Stratton  Motor  Bi- 
cycle Co.,  New  York,  has  been  closed  after  a 
brief  existence.  J.  Overton  Paine,  the  Wall 
Sti-eet  broker,  who  backed  the  company,  is 
in  a  peck  of  trouble,  attachments  having 
been  levied  upon  him. 


THE  BICYCLING  WORLD 


WHY  NO  CANDLE  LAMP 


Surprising  and  Unexpected  Obstacle  That 
Caused  Abandonment  of  1902  Novelty. 


Although  carefully  guarded  for  several 
months,  it  is  now  no  longer  a  state  secret 
that  the  Badger  Brass  Mfg.  Co.  had  a  bi- 
cycle candle  lamp  in  prospect  for  next  sea- 
son. But  the  prospect  has  vanished,  and  the 
reason  for  it  is  so  unusual  that  it  will  doubt- 
less stagger  the  average  American,  who  is 
prone  to  believe  that  nothing  is  impossible 
ii.  this  country. 

R.  H.  Welles  and  L.  J.  Keck,  of  the  com- 
pany, were  in  New  York  last  week,  and 
when  the  Bicycling  World  man  inquired 
about  the  candle  lamp  they  both  smiled. 

"It's  all  off;  we  couldn't  get  the  candles," 
was  the  terse  reply,  and  they  seemed  to  en- 
joy the  amazement  it  created. 

"No,  sir,"  they  went  on,  "the  candles  can't 
be  had  in  this  country.  It  may  be  astonish- 
ing, but  it's  true  just  the  same,  and  we  ought 
to  know.  When  we  learned  that  a  special 
candle  was  required  we  went  to  the  Stand- 
ard Oil  Co.  and  got  them  so  worked  up  about 
it  that  they  called  in  the  heads  of  their  de- 
pa  I'tm  en  ts.  The  matter  was  thoroughly 
threshed  and  gone  into,  and  it  was  found 
that  the  proper  ingredients  could  not  be  had 
this  side  of  Denmark.  To  import  the  mate- 
rial would  make  the  cost  of  the  candle  pro- 
hibitive, and  as  a  result  we  were  forced  to 
abandon  the  lamp." 

"Then  the  difficulty  is  too  great  to  be  over- 
come?" 

"If  any  one  wants  to  try  it,"  replied 
Welles,  with  a  smile,  "they're  welcome  to  it 
and  have  our  best  wishes." 

When  the  Solar  people  and  the  Standard 
Oil  Co.  acknowledge  themselves  outdone,  the 
extent  of  the  obstacle  may  be  well  imagined. 
To  most  cyclists  the  failure,  and  indeed  the 
idea  of  a  candle  lamp,  will  count  for  little. 
But  the  idea  is  one  that  improves  on  con- 
sideration. As  a  "lazy  man's  lamp,"  one 
that  gives  no  trouble  and  is  quickly  and 
cleanly  made  ready  for  a  short  ride,  and 
costs  but  a  trifle,  it  has  merit  that  is  not  to 
be  denied,  and  that  would  assure  no  small 
sale  once  its  advantages  were  pointed  out. 


Passing  of  a  Pioneer. 

There  died  a  few  weeks  ago,  in  a  little 
New  Jersey  hamlet  not  far  from  Newark,  a 
man  whose  name  was  formerly  known  to 
cyclists  all  over  the  land. 

Reference  is  made  to  Howard  A.  Smith.  In 
the  very  early  days  Zacharias  &  Smith  were 
local  dealers  with  more  than  a  local  reputa- 
tion. Oraton  Hall,  Newark,  was  their  head- 
quarters, and  in  addition  to  doing  a  good 
retail  business  they  "jobbed"  cycle  sundries 
and  specialties  all  over  the  country. 

The  business  was  more  famous  than  profit- 
able, however,  and  Zacharias,  grown  weary 
of  waiting  for  the  "boom,"  dropped  out. 
Smith  continued  under  the  name  of  Howard 


A.  Smith  &  Co.  In  its  own  good  time  the 
"boom"  came,  and  at  one  period  it  looked 
as  if  Smith  might  make  a  fortune  out  of  it. 
Various  causes,  however,  put  this  out  of  the 
question.  In  the  early  nineties  he  imported 
English  machines  on  an  extensive  scale,  and 
when  their  day  passed  he  began  the  manu- 
facture of  an  American  "Excelsior."  The 
venture  did  not  turn  out  well,  and  may  be 
said  to  have  laid  the  foundations  for  Smith's 
ultimate  failure. 

His  business  gradually  dwindled  away, 
and  he  quit  at  last  quietly  and  almost  un- 
noticed. For  several  years  he  had  been 
completely  forgotten.  Death  was  caused  by 
lung  trouble. 

When  Cushioned  Motor  Bicycles  Come. 

"When  the  cushion  frame  motor  bicycle 
comes  along — as  it  is  certain  to  do  before 
m.any  years  have  passed— then  I  shall  get  in 
line  for  one  of  them,"  remarked  an  old  rider 
to  the  Bicycling  World  man. 

"There's  a  chance  for  some  designer  to 
score  a  big  hit,"  he  went  on  enthusiastically. 
"Just  think  what  it  would  be  to  ride  such  a 
machine!  No  jarring  or  jolting,  no  hard 
work  to  tire  or  heat  one,  no  anxiety  about 
getting  either  up  or  down  the  hills!  Just 
think  what  all  that  means! 

"I  well  remember  my  experience,  years 
and  years  ago,  on  an  old  spring  frame  Ram- 
bler. It  was  at  its  best  on  hilly  roads,  and 
the  rides  down  hill  were  almost  perfect  bliss. 
To  strike  a  long,  winding  road,  with  enough 
drop  to  it  to  keep  the  machine  going  at  a 
good  gait,  and  put  one's  feet  up  on  the  rests 
and  'let  her  go'  was  an  experience  not  soon 
to  be  forgotten. 

"But  this  could  not  endure  forever.  The 
bottom  of  the  hill  was  always  reached  too 
soon,  and  the  up  grade,  that  was  always  en- 
countered as  if  to  act  as  a  set-off  to  the 
decline,  had  to  be  reckoned  with.  It  was 
surmounted  only  after  a  great  deal  of  genu- 
ine hard  work,  and  the  spring  part  of  the 
machine,  which  had  previously  appeared  to 
be  ■  a  blessing,  was  now  voted  just  the  re- 
verse. It  'ate  power,'  as  the  pet  phrase  of 
the  day  had  it,  and  all  the  pleasure  of  the 
coast  was  spoiled  by  its  shortcomings. 

"Now,  just  imagine  wliat  a  cushion  frame 
motor  bicycle  would  be.  It  does  not  eat 
power  like  the  old  spring  frames,  even  when 
applied  to  an  ordinary  bicycle,  and  in  the 
case  of  one  with  a  motor  attached  there 
would  be  plenty  of  power. 

"Therefore,  its  enjoyable  features  alone 
would  be  felt.  A  perpetual  coast  could  be 
had,  and  we  all  know  that  nothing  in  the 
world  could  surpass  this  phase  of  cycling. 

"That's  why  I  am  waiting  for  some  bright 
genius  to  bring  out  a  motor  bicycle  with  a 
cushion  frame.  It  may  not  come  for  a  year 
or  two,  but  it  will  do  so  some  time;  and 
when  it  does  I  want  to  have  a  look  at  it." 


AGAINST  THE  STRIKERS 


Iver  Johnson  Workmen   Pass  Resolutions 
Denouncing  Contract- Breakers. 


It  is  hardly  likely  that  after  last  week's 
action  the  striking  polishers  formerly  em- 
ployed at  the  Iver  Johnson  Arms  and  Cycle 
Works  will  continue  to  trouble  the  men  who 
took  their  places. 

Matters  were  moving  quietly  in  the  fac- 
tory, the  strikers'  places  having  been  filled 
and  the  new  men  being  entirely  satisfactory. 
But  the  latter  were  annoyed  after  working 
hours  by  the  men  whose  places  they  had 
taken,  who  neither  work  themselves  nor  let 
any  one  else  work— if  they  could  help  it. 
They  finally  became  so  obstreperous  that  the 
new  men  had  to  ask  for  an  escort  of  police 

to  protect  them  on  their  way  to  and  from 
work. 

Upon  this  it  was  felt  that  some  action 
should  be  taken.  As  a  result,  permission  was 
obtained  from  the  superintendent  to  hold  a 
general  meeting  of  the  employes  in  the  fac- 
tory, and  a  large  attendance  was  obtained. 
The  following  resoltrtions  were  unanimously 
adopted: 

Whereas,  Certain  men  formerly  employed 
by  the  Iver  Johnson's  Arms  and  Cycle 
Works,  for  the  purpose  of  inducing  the  pres- 
ent employes  to  violate  their  agreement  have 
resorted  to  means  and  methods  which  to  us 
seem  to  be  unwarranted  and  wholly  with- 
out reason;  therefore  be  it 

Resolved,  That  the  present  employes  of  the 
Iver  Johnson's  Arms  and  Cycle  Works,  in 
meeting  assembled,  do  hereby  disclaim  all 
sympathy  with  these  former  employes  or 
thtir  methods,  and  we  tender  to  said  com- 
pany our  cordial  ana  hearty  support  in  the 
present  emergency; 

Resolved,  That  we  agree  to  give  the  Iver 
Johnson's  Arms  and  Cycle  Works  our  best 
endeavors  for  the  proper  and  successful  con- 
duct of  their  business; 

Resolved,  That  a  copy  of  the  foregoing  be 
published  in  the  daily  papers. 


Judgment  Against  Mesingar. 

Judgment  for  $312  against  the  Mesinger 
Bicycle  Saddle  Co.,  in  favor  of  the  City  of 
New  York,  was  recorded  on  Monday  last. 


Ferguson  Will  be  Manager. 

The  Auto-Bi  Co.,  of  Buffalo,  which  has 
taken  over  the  motor  bicycle  business  of  the 
E.  R.  Tliomas  Motor  Co.,  as  reported  in  last 
week's  Bicycling  World,  will,  temporarily  at 
least,  occupy  quarters  in  the  Thomas  fac- 
tory. E.  L.  Ferguson,  who  has  been  promi- 
nently identified  with  the  Auto-Bi,  will  man- 
age the  new  company  and  have  as  able  sec- 
onds George  vV.  Sherman  and  E.  J.  Edmond, 
who  have  been  associated  with  him  in  the 
good  work.  The  Thomas  Co.,  as  was  pre- 
viously stated,  will  hereafter  confine  itself 
exclusively  to  motors  and  guarantee  them 
to  the  user— a  most  important  and  far-reach- 
ing decision. 

Phil  B.  Bekeart,  the  San  Francisco  jobber, 
has  joined  the  retinue  of  'Frisco  buyers  who 
are  visiting  New  York. 


THE  BICYCUNG  WORLD 


W  6.  Fenn 
On  a  National.    1 


AMATEUR  CHAMPION  J900 


THAT  ''little  blue  wheel" 

TAKES  THEM  TO  THE  FRONT 


July  2Jst  Fenn  at  Vailsbufgf,  N.  J.,  beat  Gascoyne  the  Eng^lish 
champion  in  a  five  mile  pursuit  race  in  a  little  over  3  miles. 

July  22nd,  Fenn  at  Hartford,  Conn.,  did  it  agfain  on  his  **  little 
blue  wheel  **  in  a  little  over  2  2-3  miles.         ::        ::        ::        :: 

In  commenting  on  the  latter  race  the  Hartford  Courant  of  July 
23rd,  says  : —  **  Gascoyne  has  recently  come  across  the  water 
and  has  a  high  reputation  for  speed  and  endurance.  He  has 
never  been  defeated  in  an  unpaced  race  in  England.*^       a       « 


NATIONAL   RIDERS  ARE  WINNERS 


WRITE  US  ABOUT  ^^the  little  blue  wheel" 


NATIONAL   CYCLE  MFG.  CO. 

BAY  CITY,        ::        ::        ::        ::       MICHIGAN 


GET  OUT  YOUR  WHEEL. 

Perhaps  you  laid  it  away  during  the  hot  weather,  but  now  that  the  fall  is  here,  cool  days  and  moon- 
light nights,  much  riding  will  be  in  order. 

If  your  tires  are  well  worn,  better  replace  them  with  a  pair  of 


FISK  TIRES. 


No  tire  made  is  so  easy-riding,  so  impervious  to  jolt  and  jar,  so  long-wearing  and  so  serviceable. 
The  wheelman  who  rides  Fisk  Tires  will  have  nothing  but  good  to  say  of  them,  the  dealer  who 
sells  them  will  not  be  greeted  with  complaints  and  disgruntled  looks  every  time  he  turns  around. 


BRANCHES: 
Springfibld;       New  York,  gg  Chambers  St.;       Syracuse;       Buffalo; 
Detroit;     Chicago,  54  State  St.;      San  Francisco,  The  Phil  B.  Bekeart 
Co.,  114  Second  St. 

REPAIR  DEPOTS: 

105  Reade  St.,  New  York,  N.  Y.;  168  Oliver  St.,  Boston,  Mass.; 

1015  Arch  St.,  Philadelphia,  Pa. 


FISK  RUBBER  COMPANY 


CHICOPEE  FALLS,  MA5S. 


THE  BICYCUNG  WORLD 


;the 


FOUNDED^        '^^^ 

^rxd;vigfoCYCLE  REVIEW^^®*- 

In  which  is  Incorporated 
_iie  Wheel"  and  tl:e  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  G0OOMHN  e©MPaNY, 

123=125  Tribune  Building. 

(154  Nassau  Street) 

NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


Subscription,  Per  Annum  [Postage  Paid]  $2.00 
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Invariably  in  Advance. 

Postage  stamps  will  be  accepted  in  payment  for  subscripiions, 
but  !.'ot  for  advertisements.  Checks.  Drafts  and  Money  Orders 
should  be  made  payable  to  The  Goodman  C'ompany. 


Entered   as   second-das'?   matter   at   the   New  York,  N.  Y., 
Post  Office,  September,  ii,co. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches 

^W^  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

^W^  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  facilities  and  information  will  be  at  their  commavid. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


New  York,  October  3,  1901. 

This  Year  and  Next. 

As  the  trade  talie.s  account  of  causes  and 
effects,  the  retrospection  is  undoubtedly 
making  for  a  better  and  brighter  view  of 
the  future.  Generally  speaking,  the  trade 
has  recovered  from  its  attack  of  "blues"; 
many  of  those  whose  utterances  less  than 
sixty  days  ago  fairly  dripped  indigo  have 
realized  that  there  is  a  reason  for  everything, 
and  with  the  realization  they  have  rega.ined 
their  spirits  and  are  looking  hopefully  and 
cheerfully  toward  next  season. 

While  the  gloom  was  thick,  few  saw  or 
cared  to  see  that  the  causes  that  unfavorably 
affected  the  cjcle  trade  affected  nearly  all 
other  industries.  The  average  tradesman 
was  prone  to  consider  only  his  own  condition. 
Having  "troubles  enough  of  his  own,"  he 
thought  not  of  those  of  others,  and  "cared 
not  to  reason  why." 

That  the  season  was  one  of  unusual  prom- 
ise is  not  to  be  gainsaid.  That  it  fell  far 
short  of  the  promise  we  all  know,  but  calm 


consideration  proves  it  was  Fate,  not  Folly, 
that  dictated  the  result. 

Fate  in  this  instance  assumed  several 
guises.  First  caiue  the  weather,  then  fol- 
lowed labor  strikes.  The  weather  was,  of 
course,  the  chief  cause  of  the  trade's  discom- 
titure.  It  always  has  been;  it  always  will  be. 
The  fact  is  liuown,  and  can  not  and  should 
not  be  overlooked.  Few  industries  are  so 
greatly  affected  by  weather  conditions.  The 
condition  of  the  weather  reflects  the  con- 
dition of  the  bicycle  business.  A  week  of 
bad  weather  means  a  week  of  bad  business; 
a  month  of  bad  weather  means  a  month  of 
bad  business;  a  season  of  bad  weather  means 
a  season  of  bad  business.  Bad  business 
means  depression  not  only  of  finances,  but  of 
spirits;  and  when  the  depression  is  wide  in 
extent  not  only  the  present  but  the  future 
i.i  colored  accordingly,  and  both  are  damned 
witliout  discrimination. 

This  year  we  had  not  weeks  nor  months 
of  bad  weather,  but  a  season  of  it,  and  the 
badness  was  unusually  and  damnably  bad. 
The  rainfall  was  abnormal.  It  fairly 
drowned  the  spring  trade.  The  rain  was 
followed  by  waves  of  intense  heat  that  half 
baked  the  summer  business.  Then  came  the 
labor  troubles,  and  while  most  of  them  came 
after  the  damage  had  been  done  they  still 
figure  as  a  minor  factor  that  rounded  out 
the  general  bad  result. 

Such  conditions  are  abnormal.  They  do 
not  occur  once  in  a  decade.  The  time  can- 
not be  recalled  when  the  cycle  trade  was  so 
hard  hit  on  every  side.  It  is  reflection  of 
the  sort  that  has  brought  many  wailing  and 
pessimistic  tradesmen  to  their  senses  and 
dissipated  the  "blues"  that  caused  them  such 
long  continued  dejection. 

With  the  clarified  vision  it  Is  now  possible 
to  obtain  a  glimpse  of  the  silver  that  was 
behind  the  cloud.  It  is  not  within  belief 
that  two  seasons  of  such  weather  will  fol- 
low each  other,  and  as  we  know  that  tlie 
year  1901  was  distinguished  by  the  number 
of  deferred  intentions— of  decisions  to  "put 
off  buying  a  bicycle  until  next  year" — it  is 
fair,  it  is  reasonable,  to  believe  that  the 
cycle  trade's  collection  of  these  mental 
"promissory  notes"  next  spring  will  be  on  a 
large  and  satisfactory  scale. 

One  thing  is  reasonably  certain:  The  sea- 
son of  1901  was  so  bad  that  none  that  is  to 
come  can  well  be  worse.  Perforce,  all 
makers  and  dealers  who  survive  must  now 
be  possessed  of  an  ability  to  so  "trim  sail" 
as  to  weather  any  storm  that  may  blow.     ' 

The  shrunken  and  constant  shrinking  of 
"job  lots"  and  of  the  trade  carrion  that  live 


articles  as  are  placed  within  his  grasp,  his 
knowledge  that  he  must  not  merely  keep 
them  for  sale,  but  must  bestir  himself  to 
sell  them;  his  appreciation  that  "things  have 
cliauged"  and  that  booms  are  tinlikely,  his 
realization  that  the  bicycle  is  now  almost  a 
staple  article,  and  that  the  bicycle  business 
does  not  differ  radically  from  all  other  busi- 
nesses— all  these  are  factors  that  make  and 
are  making  for  a  better,  brighter  and  more 
substantial  future  which  we  all  have  right 
and  reason  to  anticipate,  and  which  are  mak- 
ing for  ripe  reaping  in  the  season  just  ahead. 


One  Way  of  Working. 

As  bearing  on  the  contention  we  have  so 
often  made,  viz.,  that  country  trade  is  espe- 
cially desirable,  the  opinion  of  a  veteran 
dealer  located  more  than  fifty  miles  from 
any  large  city  is  decidedly  interesting. 

The  presence  of  a  very  large  number  of 
machines  of  .a  certain  make  in  the  vicinity  of 
this  town  led  us  to  malve  inquiries  recently 
regardmg  the  matter. 

We  found  that  the  dealer  in  question  occu- 
pied a  peculiar  position.  He  devoted  a  great 
deal  of  attention  to  the  cultivation  of  rural 
trade,  and  the  result  spoke  for  itself,  as 
stated.  But  in  the  town  itself  he  spent  very 
little  time.  What  business  there  was  there 
he  left  to  his  competitors,  who  accounted  for 
nearly  all  the  machines  sold. 

The  knowledge  thus  acquired  but  whetted 
our  desire  for  more.  The  dealer  was  there- 
fore sought,  and  asked  for  an  explanation. 

He  had  no  hesitation  in  giving  this.  In 
former  years,  he  said,  he  had  fought  for  the 
town  ti'ade  and  got  his  share  of  it.  But 
there  was  not  enough  of  it  to  make  it  profit- 
able on  the  basis  on  which  it  was  conducted. 
More  effort  was  required  to  make  a  sale  than 
it  was  worth,  or  concessions  had  to  be  made 
to  land  it,  and  the  result  was  that  the  profits 
shrunk  alarmingly. 

Having  learned  all  this  to  his  sorrow,  he 
had  looked  about  him  to  see  if  he  could  not 
better  matters  elsewhere. 

He  found  his  opportunity  in  the  rural  dis- 
tricts. There  competition  was  not  developed 
t3  the  ruinous  point,  cheapness  was  not  the 
chief  quality  desired  in  a  bicycle,  and  the 
percentage  of  loss  was  extremely  small. 
Buyers  were  cautious  and  wanted  full  value 
off  of  them,  the  increased  and  increasing 
discrimination  of  individual  purchasers,  the 
increased  and  increasing  acumen  and  aggres- 
siveness of  the  dealer  in  reaching  out  for 
trade,  in  fighting  the  carrion  and  in  making 
the  most  of  his  opportunities  and  of  such 


ifi 


8 


THE  BICYCUNG  WORLD 


tor  their  money.  But  they  were  willing  and 
able  to  pay  for  the  best. 

Asa  result  the  dealer  had  gradually  come 
to  give  almo.st  his  entire  attention  to  this 
class  of  trade.  He  had  nothing  to  complain 
of  .-iS  year,  in  spite  of  the  bad  weather,  and 
had  the  latter  not  interfered  he  would  have 
done  unusually  well. 

Best  of  all,  he  looked  forward  with  un- 
abated confidence  to  the  1902  season.  His 
lield  was  still  a  fertile  one,  and  with  the 
pioper  cultivation  it  would  continue  to  yield 
g<;od  returns. 

Tlie  soundness  of  this  position  can  scarcely 
be  questioned,  and  it  will  pay  other  dealers 
similarly  situated  to  looli  into  it 


Making  the  Mountain  L^lrar. 

In  this  country,  where,  were  it  not  for 
coaster-bralces,  there  would  be  practically  no 
brakes  in  use  on  bicycles,  the  fuss  and 
feathers  of  the  French  brake  test,  as  de- 
tailed in  our  Paris  letter,  appears  not  unlike 
a  serio-comic  performance. 

Our  Paris  correspondent,  a  particularly 
sane  and  well  informed  man,  makes  it  plain 
that  there  was  a  mighty  straining  at  gnats; 
but,  as  he  points  out,  the  plastic  French 
mind  is  .apt  to  be  deeply  impressed  by  the 
profound  deliberations  and  decisions  of  a 
committee  of  such  learned  professors  of 
science.  The  result  may  return  to  the  hurt 
of  the  American  trade  in  that  the  impression 
is  calculated  to  create  distrust  of  coaster- 
brakes,  which  are  but  just  attaining  a  de- 
gree of  favor  in  France. 

The  committee's  report  betrays  what  near- 
ly all  such  reports  betray — a  superabundance 
of  labored  science  and  a  scarcity  of  regard 
for  normal  conditions.  The  number  of  cy- 
clists who  traverse  mountains  to  reach  their 
meals  is  so  infinitesimal  as  to  be  scarce 
worthy  of  consideration. 

The  Bicycling  World  is  an  advocate  of 
brakes,  and  hailed  the  coaster-brake  as  a 
means  that  required  cyclists  to  employ  them 
despite  a  contrary  inclination.  But  for  the 
life  of  us  we  cannot  understand  the  astound- 
ing predilection  of  foreign  cyclists  to  litter 
and  encumber  their  mounts  with  the  unseem- 
ly and  to  us  unnecessary  collection  of  wires, 
rods,  levers  and  the  like  that  foreign  brakes 
call  into  use. 

We  do  not  believe  that  Americans  have  a 
monopoly  of  either  courage  or  foolhardiness, 
and  yet  they  find  the  neat,  compact  and  In- 
visible coaster-brake  ample  to  meet  all  re- 
quirements, when,  indeed,  they  employ  any 
brake  at  all.  We  ourselves  have  toured  in 
England,  and  have  ridden  from  one  en(i  of 


France  to  the  other,  and  far  into  the  more 
mountainous  republic  that  adjoins.  Coaster- 
brakes  were  then  unknown,  but  we  recall  no 
mountain  pass  tliat  was  too  steep  or  too  long 
to  be  safely  negotiable  with  even  the  simple 
hand  brake  then  in  general  use.  We  met 
dozens  of  wheelmen  of  other  nationalities 
who  were  but  similarly  equipped,  and  who 
had  no  thought  of  danger. 

Can  it  be  that  the  latter-day  French  and 
even  British  cyclists  have  less  nerve  and  ax'e 
more  fearful  than  the  generation  that  pre- 
ceded them? 

It  is  difficult  to  believe  anything  of  the 
sort,  but  from  this  distance  it  does  appear 
that  they  are  slaves  to  "If."  They  seem  to 
figure  the  direful  results  that  might  occur 
"if"  this,  that  or  the  other  part  of  their 
bicycles  broke  or  went  wrong,  and  to  accord- 
ingly rig  their  mounts  with  all  manner  of 
preventatives.  Suppose  the  tide  did  set  tow- 
ard rim  brakes!  What  would  happen  "if" 
a  wire  twisted  or  a  rim  broke?  The  sug- 
gestion bulges  with  dreadful  possibilities.  It 
argues  that  rim  brakes  are  not  enough! 

If  P'rench  cyclists  are  as  clearheaded  as 
they  should  be,  the  report  of  the  grave  and 
learned  professors  who  set  themselves  to 
discover  faults,  and,  of  course,  found  them, 
will  prove  of  small  effect.  They  will  readily 
see  that  the  wise  men  have  made  a  mountain 
out  of  a  molehill,  and  then  made  the  moun- 
tain labor  to  bring  forth  not  one  mouse  but  a 
litter  of  mice. 

To  the  wheelman  who  does  not  ride  with 
the  imp  If  perched  on  his  bar  or  his  bracket, 
his  rim  or  his  hub,  the  coaster-brake  will 
prove  the  surest,  quickest,  cleanest  and  neat- 
est promoter  of  safety  and  pleasure  it  is  pos- 
sible to  obtain. 


Effect  of  Motor  Ouarantces. 

The  move  of  the  B.  R.  Thomas  Motor  Co. 
in  transferring  its  motor  bicycles  to  others 
and  in  resolving  to  confine  itself  solely  to 
the  manufacture  of  motors  is  interesting,  but 
relatively  it  is  of  small  importance  compared 
with  the  announcement  that  accompanies  it, 
i.  e.,  that  henceforth  the  Thomas  Co.  will 
guarantee  its  motors  to  the  users  exactly  as 
tires  are  now  guaranteed. 

Many  months  ago  the  Bicycling  World 
discussed  the  probability  of  such  a  state  of 
affairs  coming  to  pass,  and  the  Thomas  Co., 
having  now  "cast  the  die,"  it  is  plain  that 
the  movement  is  fairly  inaugurated  and  in 
a  fair  way  of  general  adoption,  since  manu- 
facturers of  competing  motors  can  scarce 
refuse  to  do  likewise. 

Action  of  the  sort  should  prove  a  distinct 


impetus  to  the  manufacture  of  motor  bi- 
cycles. It  is  certainly  calculated  to  decide 
and  win  over  not  a  few  bicycle  makers  who 
have  been  full  of  hesitancy  and  doubt— those 
who,  while  anxious  to  catalog  a  motor  bi- 
cycle, were  deterred  by  thoughts  of  "motor 
troubles"  and  who  preferred  not  to  "take  the 
chances." 

With  motors  guairanteed  by  their  makers 
direct  to  users,  a  great  load  of  responsibility 
is  lifted  off  of  the  bicycle  manufacturer  and 
his  way  made  simpler  and  safer.  A  clause 
in  his  catalog— "Motors  are  guaranteed  by 
their  makers,  on  whom  all  claims  should  be 
made"— and  the  cycle  maker  shifts  the  onus 
from  his  shoulders,  and  it  is  assumed  by 
those  whose  specialty  is  the  construction  auu 
care  of  motors  and  who  are  best  fitted  to 
explain  and  "make  good"  to  the  user. 

The  Thomas  announcement  is  thus  not  of 
localized  or  of  individual  interest,  but  of 
trade-wide  and  far-reaching  influence.  It 
marks  the  beginning  of  a  movement  of  no 
mean  importance. 


Now  that  a  high  oflicial  of  the  American 
Bicycle  Co.  has  made  affidavit  that  that  con- 
cern "would  not  turn  a  hand  to  prevent  the 
repeal  of  the  tariff  on  bicycles,"  possibly  our 
brethren  abroad  who  foam  at  the  mouth 
when  the  tariff  suggests  itself  to  them  may 
begin  to  see  the  obnoxious  imposition  as  it 
is  viewed  by  American  eyes.  If  Colonel 
George  Pope  had  gone  deeper  into  the  sub- 
ject we  believe  he  would  have  agreed  that 
if  the  tariff  serves  any  purpose  at  all  it  is 
to  make  harder  the  sale  of  American  bicycles 
abroad,  particularly  in  those  countries  which 
compete  with  us. 


As  far  as  outward  signs  go,  the  1902  sea- 
son is  almost  as  far15ff  as  it  was  six  months 
ago.  Does  the  deep  silence  that  prevails 
mean  that  there  will  be  no  changes  to  speak 
of  next  year?  Or  have  the  secrets  of  the  de- 
signing room  been  so  well  kept  that  nothing 
has  leaked  out?  The  curiosity  that  is  felt 
on  the  subject  must  be  curtailed  for  a  while 
longer,  however. 


The  New  England  retail  pool  will  now 
compel  the  attention  of  even  those  skeptics 
who  maintained  that  it  deserved  none.  It 
has  become  distinctly  what  we  term  "a  liv- 
ing factor  in  the  trade." 


It  looks  mightily  as  if  the  sun  of  the  "job 
lot"  bad  set  forever  and  aye.    Amen! 


THE  BICYCUNG  WORLD 


TESTED  33  BRAKES 

Seeking  a  <'  Mountain  Brake,"  French  Sci- 
entiAts  Reach  Conclusions  More  Elab- 
orate Than  Rational  —  Coaster- 
Brakes  Involved. 


Paris,  Sept.  13.— As  the  free  wheel  is  com- 
ing into  increasing  use  in  this  country,  a 
great  deal  of  attention  is  naturally  being 
given  to  the  efficiency  of  the  brakes,  and  in 
the  hope  of  settling  upon  the  best  systems 
for  bicycles  intended  for  mountainous  re- 
gions, such  as  we  find  in  a  good  many  parts 
of  France,  the  Touring  Club  recently  carried 
out  a  series  of  experiments. 

They  appointed  a.  committee  of  six  experts, 
comprising  MM.  Appell,  member  of  the  In- 
stitute and  professor  of  rational  mechanics 
at  the  Sorbonne;  Koenigs,  professor  of  ex- 
perimental mechanics  at  the  Sorbonne;  For- 
estier,  Ferrus,  Perrache  and  Carlo  Bourlet, 
who  are  all  recognized  authorities  on  me- 
chanical road  traction  and  the  application 
of  brakes  to  road  vehicles.  The  committee 
is  certainly' a  very  strong  one,  and  its  con- 
clusions cannot  fail  to  be  of  great  technical 
interest;  but  we  may  suggest  whether  such 
a  body  is  entirely  qualified  to  decide  finally 
upon  a  question  of  cycle  mechanics,  and 
whether  it  would  not  have  been  better  to 
add  one  or  two  cycle  engineers.  The  reason 
we  ask  this  will  be  seen  when  we  come  to 
deal  with  the  committee's  report. 

THIRTY-THREE  CONTESTED. 

The  sites  fixed  upon  for  the  tests  were  two 
steep  mountain  roads  near  Grenoble,  one 
from  Chambery,  near  the  Chartreuse,  to 
Grenoble,  and  the  other  the  famous  gradient 
from  Laffrey  to  Vizille.  Thirty-three  firms 
entered,  with  thirty-six  different  devices,  and 
of  these  thirty-three  were  present  on  the 
first  day  of  the  tests,  as  follows:  Bowden 
(rim  brake),  B.  S.  A.  (rim  brake),  Peugeot 
(rim  brake),  Stopp  (rim  brake).  Excelsior 
(rim  brake),  L'Ardennais  (rim  brake),  Cosset 
(band  and  rim  brakes).  Farewell  (band 
brake),  Terrot  (band  and  rim  brakes),  Pe- 
chard  (band  brake),  Le  Merveilleux  (band 
brake),  Maquet  et  Debon  (band  brake),  Le- 
fevre  (band  brake),  Rasinier  (band  brake), 
L'Extensible  (band  brake),  Morrow  (huh 
brake),  Hocquart  (band  brake),  Praneuf 
(band  brake),  W.  B.  (hub  brake),  J.  S.  G. 
(hub  brake),  Automoto  (hub  brake),  the  Tour- 
ist (hub  brake),  N.  S.  U.  (hub  brake),  Noel 
(band  brake),  L'Aigle  (hub  brake).  Eadie 
(band  brake),  L'Archimede  (rim  brake),  Le- 
hut  (band  brake)  and  Carloni  (rim  brake. 
L'Archimede  withdrew  from  the  competition, 
as  the  brake  was  not  in  good  working  order. 
FIFTY  PER  CENT.  FAILED. 

The  first  day's  test  consisted  in  the  descent 
of  the  mountain  road  from  Chambery,  which 
could  only  be  done  safely  by  putting  the 
brakes  on  all  the  way.  The  journey  was 
done  in  three  stages,  from  the  Col  de  Frene 
to  the  Col  du  Cucheron,  then  to  the  Col  de 
Porte,   and  finally  to  the  bottom.     In  the 


first  stage  twenty-nine  got  down  without 
trouble  out  of  thirty-two  starters.  On  the 
second  stage  no  fewer  than  eight  brakes 
failed  to  act  properly,  and  on  the  last 
descent  four  more  were  disqualified,  so  that 
only  seventeen,  or  about  half,  succeeded  in 
getting  to  the  bottom  without  being  put  out 
of  service.  This  50  per  cent  of  failures  is 
enough  to  make  any  bicycle  manufacturer 
pause  and  think.  No  one  could  have  antici- 
pated such  a  collapse  of  brakes,  even  down 
ten  or  twelve  miles  of  the  steepest  mountain 

road. 

ONE  OF  THE  TESTS. 

Several  of  the  successful  brakes  showed 
signs  of  wear  and  tear,  but  nevertheless 
they  were  allowed  to  take  part  in  the  second 
experiment  for  testing  their  stopping  effi- 
ciency. They  were  started  at  the  top  of  a 
gradient  and  allowed  to  go  down  by  their 
own  weight,  and  when  they  had  got  up  a 
speed  of  about  sixteen  miles  an  hour  a  sig- 
nal was  given  to  stop.  One  of  the  brakes 
broke,  and  sixteen  succeeded  in  stopping, 
though  the  Cosset  (rim),  L'Extensible  and 
Carloni  travelled  at  much  beyond  the  limit 
after  the  signal.  This  limit  was  fixed  at 
thirteen  or  fourteen  yards,  and  if  stopping 
Avitliin  this  distance  no  account  was  taken 
of  the  differences  in  the  performances  of  the 
brakes,  as  the  committee  held  that  this  de- 
pended largely  upon  the  skill  of  the  riders. 
1'he  best  performances  were  done  by  com- 
petitors who  stopped  gradually,  while  those 
who  blocked  their  wheels  immediately  skid- 
ded a  considerable  distance  and  naturally 
ran  the  risk  of  damaging  their  tires,  to  say 
nothing  of  the  possibility  of  taking  a  head- 
long flight  over  the  handle  bar. 

THE  SIXTEEN  SURVIVORS. 
The  last  descent  was  from  Laffrey  to 
Vizille.  All  the  remaining  sixteen  competi- 
tors did  this  satisfactorily.  The  committee 
then  examined  the  machines  and  had  the 
brake  mechanism  taken  to  pieces,  and  after- 
ward decided  to  award  diplomas  to  all  the 
sixteen  competitors  as  follows:  Terrot  (rim), 
Roudier  (Excelsior),  Floquart,  Carloni, 
Brown  (Bowden),  Hogge  (L'Ardennais),  Cos- 
set (rim),  Dunois  (Stopp),  Brown  (B.  S.  A.), 
Peugeot  (rim),  Rassinier,  Brankovitch  (W. 
B.),  Colle  (Farewell),  Leroux  (Hocquart), 
Bochme  (L'Aigle),  Monte  (L'Extensible). 

RIM  BRAKE  AWARDED  LAURELS. 

In  commenting  upon  the  tests  the  commit- 
tee is  of  the  opinion  that  the  rim  brake 
showed  an  unquestionable  superiority  over 
every  other  form,  as  they  all  acted  efficiently 
and  some  of  them  looked  as  if  they  could 
have  gone  through  the  same  tests  ten  times 
over  without  its  being  necessary  to  change 
the  brake  pieces.  The  larger  the  surface  of 
resistance  the  greater,  of  course,  is  the  ef- 
ficiency of  the  brake.  A  point  in  favor  of 
wood  rims  is  that  there  was  very  little  heat- 
ing, while  in  the  case  of  the  metal  rims  the 
heating  was  most  noticeable  and  increased 
in  the  case  of  polished  or  nickel  plated  rims, 
whicli  are  largely  used  on  this  side  to  avoid 
any  destructive  action  of  the  brake  on  en- 
amel.   There  was  nothing  to  show,  however, 


that  this  heating  was  likely  to  have  any  bad 
effect  on  the  tire,  though  it  might  possibly 
do  so  in  course  of  time,  but  in  any  event  this 
could  be  avoided  by  placing  a  layer  of  felt 
between  the  air  chamber  and  the  rim.  Two 
methods  of  fixing  the  rim  brakes  were  em- 
ployed—in the  one  the  two  brake  pieces  of 
hard  fibre,  leather  blocks,  or  other  material 
moved  vertically  against  the  rim  and  there- 
fore it  was  necessary  to  keep  them  at  a  suf- 
ficient distance  apart  to  prevent  their  com- 
ing into  contact  with  the  spokes  and  break- 
ing them  in  the  event  of  the  wheel  slightly 
buckling;  in  the  other  the  brake  pieces 
turned  horizontally  on  a  pivot  so  that  they 
could  be  brought  round  against  the  rim, 
their  normal  position  being  parallel  to  the 
rim.  There  is  consequently  no  danger  of 
the  brake  touching  the  spokes,  and  for  this 
reason  the  system  is  preferred  by  the  com- 
mittee. 

RIM  SHAPES  MUST  BE  ALTERED. 

The  metal  rims  were  not  damaged  by  the 
brakes,  which,  however,  cannot  always  be 
satisfactorily  fitted  on  account  of  the  un- 
suitable form  of  the  rims,  and  makers  are 
advised  to  change  the  section  of  their  rims 
so  as  to  give  a  better  contact.  The  only  kind 
of  brakes  that  do  not  injure  wood  rims  are 
those  of  leather,  which  have  the  disadvan- 
tage of  wearing  away  quickly,  and  brakes  of 
hard  fibre  cannot  be  employed  because  they 
result  in  a  good  deal  of  wear  and  tear  on 
the  wood. 

AS  TO  COASTER-BRAKES. 

As  regards  coaster  brakes,  all  those  that 
went  safely  through  the  three  tests  showed 
signs  of  heating,  and  the  committee  is  there- 
fore of  the  opinion  that  it  would  result  in 
the  lubricating  oil  decomposing  and  the  cups 
and  cones  "detempering" ;  that  is  to  say, 
they  would  be  raised  to  a  temperature  that 
would  destroy  the  effects  of  the  annealing. 
In  order  to  prevent  seizing  some  of  the  com- 
petitors smothered  their  brakes  in  oil  to  such 
an  extent  that  the  lubricant  covered  the  rims 
and  tires.  In  the  brakes  in  which  metal  acted 
on  metal  the  results  were  better  than  in  the 
others,  and  if  there  is  a  sufficiently  large 
cooling  surface  the  judges  think  that  they 
Avould  prove  suitable  for  ordinary  roads, 
though  they  may  not  be  efficient  for  moun- 
tainous districts.  This  belief  of  the  judges 
that  the  coaster  brake  "may"  be  suitable 
under  ordinary  conditions  reads  funny  after 
the  experience  of  America  that  of  the  thou- 
sands of  coaster  brakes  in  use  not  one  has 
yet  been  known  to  fail.  Brakes  in  which 
fibre,  leather  or  other  non-metallic  substance 
acts  on  metal  showed  considerable  wear  and 
tear  after  the  tests,  and  they  are  conse- 
quently not  suitable  for  mountain  riding  un- 
less the  fibre  or  leather  can  be  easily  re- 
placed. 

BRAKE  PRESSURE. 
Another  point  claiming  the  attention  of  the 
committee  was  the  method  of  fixing  the 
brake  at  any  desired  pressure  without  the 
rider  being  obliged  to  constantly  apply  the 
pressure  by  hand  or  foot  in  making  long 
descents,  and  moreover  it  should  be  possible 

(C«ntiBu»d  an  pag*  i6.) 


A 


■^ 


assim 


JO 


THE  BICYCUNG  WORLD 


WE  ARE  EXCLUSIVELY 


MANUFACTURERS  OF  TIRES. 


Our  efforts  are  concentrated  in  the 
endeavor  to  produce  the  highest 
grade  articles  that  can  be  produced. 


The  most  successful  types  now 
for  particular  people  who  desire 
The  Best  are  these  two : — 


HARTFORD 


DUNLOP 


SINGLE  TUBE 


DETACHABLE 


TIRES. 
TIRES. 


WE   MANUFACTURE   AND  SELL  THEM    BOTH. 


A|yn  DC  MCmiDCD  ^^^  could  never  have  built  such  an  enormous  business  as  we 
Hlllf  HblflEilTlDCill  have  to-day  had  we  not  made  each  pair  of  tires  as  if  our  very  rep- 
utation depended  upon  their  quality. 


THE  HARTFORD  RUBBER  WORKS  CO.,  hartford,  conn 

BRANCHES: 

Boston.  New  York.  Philadelphia.  Washington.  Buffalo.  Cleveland. 

Detroit.  Chicago.  Minneapolis.  Denver.  San  Francisco. 


THE  BICYCUNG  WORLD 


M 


WHY  THEY  WERE  LATE 


Being  a  Story  of  the  Endurance  Contest 
and  the  Thomases  Odd  Experience. 


To  tliose  who  knew  that  it  had  been 
planned  to  start  several  Thomas  motor  bi- 
cycles in  the  recent  New  York-Buffalo  en- 
durance run,  the  failure  of  any  of  these  to 
put  in  an  appearance  at  the  start  on  Monday 
morning  was  regarded  as  being  very  strange. 

Four  machines  did  start,  but  not  on  time; 
and  thereby  hangs  a  tale  that  has  not  yet 
seen  the  light.  As  told  to  the  Bicycling 
World  man  by.  the  leader  of  the  contingent, 
E.  L.  Ferguson,  it  is  very  amusing  now,  al- 
though anything  but  this  at  the  time. 

It  appears  that  the  astute  Ferguson  enter- 
tained some  fear  of  his  ability  to  have  all 
his  men  and  machines  ready  at  the  appointed 
starting  time,  8  o'clock.  To  guard  against 
any  failure  to  do  so  he  engaged  quarters  over- 
night for  the  fom-  bicycles  at  a  store  within 
a  few  blocks  of  the  Plaza,  the  starting  place. 
He  had  assured  himself  that  everything  was 
in  apple-pie  order,  the  gasolene  tanks  filled 
and  evei-y  part  ready  to  do  its  appointed 
work.  With  his  mind  set  at  rest  on  all 
points,  therefore,  he  gathered  the  three  men 
under  his  wing  and  proceeded  to  his  hotel. 
The  storekeeper  meanwhile  gave  voluble  as- 
surances that  he  would  be  on  hand  at  7 
o'clock  the  next  morning. 

The  quartet  were  up  betimes,  and  after 
partaking  of  a  hearty  meal  they  leisurely 
sauntered  around  to  the  place  where  the  ma- 
chines were  in  custody.  It  was  only  a  few 
minutes  past  7  when  they  reached  there,  but 
the  leader  believed  in  taking  time  by  the 
forelock,  and  he  acted  accordingly. 

It  came  as  a  disagreeable  shock  that  the 
store  was  not  jet  open.  After  assuring 
himself  of  this  fact  Ferguson  looked  at  his 
companions  rather  uneasily.  He  was  of  a 
hopeful  disposition,  however,  so  he  put  a 
good  face  on  the  matter. 

"Must  have  overslept  himself,"  he  re- 
marked, to  no  oiie  in  particular.  "It's  only 
7:]  5,  however,  and  I  guess  he'll  be  along 
shortly." 

The  three  waiting  ones  guessed  so,  too, 
and  nodded  acquiescence. 

"Might  have  Had  a  little  longer  nap  if  we 
had  known,"  said  one  of  them,  rubbing  his 
eyes  regretfully. 

No  reply  was  vouchsafed  to  this  super- 
fluous remark.  Ferguson  cast  anxious  glances 
up  and  down  the  street.  He  wondered  where 
the  man  lived,  and  from  which  direction  he 
would  come,  but  in  the  utter  absence  of 
knowledge  on  either  point  he  was  unable  to 
say.  Half-past  7  rang  out,  and  automobiles 
were  seen  hurrying  along  in  the  direction  of 
Fifty-eighth  street.  Their  occupants  wore 
satisfied  expressions;  plainly  they  were  all 
ready.  Matters  were  not  yet  desperate,  but 
the  time  for  starting  was  getting  uncomfort- 
ably close. 

Ferguson  .approached  the  door  and  peered 


in  through  the  glass.  There  were  the  four 
bicycles,  lined  up  and  ready.  But  a  stout 
oak  and  glass  barrier  interposed  itself  be- 
tween them  and  their  owners,  who  itched  to 
take  hold  of  them. 

Time  seemed  to  fly.  A  glance  at  his  watch 
showed  Ferguson  that  it  was  a  quarter  to 
8,  and  then— it  seemed  only  a  minute  or  two 
later-a  clock  began  to  strike  8.  Still  no 
sign  of  the  unfaithful  storekeeper. 

By  this  time  the  four  were  in  despair.  They 
had  lost  the  start,  and  if  they  got  to  the  offi- 
cial station  at  all  it  would  be  after  every- 
body had  gone. 

Just  about  that  time  it  was  an  even  thing 
whether  the  delinquent  storekeeper  would 
have  been  hailed  with  joy  or  met  with  male- 
dictions, with  the  chances  slightly  in  favor 
of  the  latter.  The  motocyclists  were  feel- 
ing pretty  bitter. 


WHAT  CAUSED  THE  TROUBLE 


An   Illustration  of  the   Little  Things  That 
Should  not  Vex  the  Motocyclist. 


Morgan  ^cWrightTires 
are  good  tires 


New  York  Branch:    214 '216  West  47th  Street. 


By  the  time  relief  came,  however,  they 
had  had  time  to  pass  from  this  mood  to  one 
of  despair  again.  It  was  close  to  8:30  when 
Mr.  Storekeeper  came  along.  Between  their 
anxiety  to  get  their  machines  and  be  off,  and 
their  righteous  desire  to  give  the  man  a 
"wigging,"  they  were  in  a  predicament.  They 
compromised  finally  on  doing  as  much  of  the 
latter  as  thy  could  without  delaying  their 
departure.  " 

And  that  is  why  people  at  the  start  won- 
dered what  had  become  of  the  Thomas  ma- 
chines. 

Cuban  Tax  20  Per  Cent. 

Under  the  new  Cuban  tariff  which  went 
into  effect  on  the  1st  inst.,  "velocipedes,  bi- 
cycles and  detached  parts  and  accessories 
thereto,  including  bicycle  lamps,"  must  pay 
an  ad  valorem  duty  of  20  per  cent.  As  the 
Cubans  themselves  take  the  government  into 
tlieir  own  hands  in  May  next,  there  is  no 
telling  how  long  the  figure  may  maintain. 


"Motocycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound.  $1. 
The  Goodman  Co..  Box  64fl  New  York.    *♦♦ 


"It  is  nearly  always  the  little  things  that 
give  us  troulile  with  motor  bicycles,"  said  a 
dealer  who  has  had  considerable  experience 
with  such  machines  this  year. 

"The  big  things— such  as  the  motor  itself, 
that  is,  the  cylinder,  the  compression,  etc.— 
take  care  of  themselves.  It's  the  plagued 
little  things  that  cause  us  to  gi'ow  gray  or 
baldheaded.  My  motto  now  is  to  look  for 
the  most  trivial  and  least  suspected  ills  when 
anything  goes  wrong.  If  you  can  only  find 
them  you  can  put  the  machine  to  rights  in  a 
jiffy.  The  trouble  is  to  locate  them.  You've 
got  to  do  this  by  intuition  almost. 

"I  started  home  the  other  night,"  he  con- 
tinued, "and  had  an  illustration  of  this.  It 
had  been  raining,  but  stopped  just  before  I 
started.  The  i*oads  were  rather  heavy  in  con- 
sequence, and  after  a  little  while  the  ma- 
chine, which  had  been  going  finely,  began  to 
drag,  especially  if  a  grade  was  encountered. 

"Everything  about  the  motor  seemed  to  be 
all  right.  But  I  had  been  fooled  too  often 
to  trust  to  first  impressions  in  a  matter  like 
this,  and  I  jumped  at  the  conclusion  that 
there  was  something  wrong  about  the  valves. 
However,  it  was  dark,  and  I  had  but  a  little 
over  a  mile  to  go  and  was  anxious  to  get 
home.  So,  after  seeing  that  to  all  appear- 
ances the  valves  were  working  properly,  I 
slipped  the  driving  belt  off  and  pedalled  the 
machine  the  rest  of  the  way. 

"It  was  not  much  of  a  job,  the  distance 
being  so  short,  and  I  did  not  mind  it  at  all 
as  far  as  the  labor  went.  But  it  did  rile  me 
to  be  left  in  the  lurch  this  way,  and  I  was 
very  anxious  to  see  what  the  trouble  was. 
Therefore  I  got  up  a  little  earlier  than  usual 
in  order  to  have  a  look  at  the  machine. 

"It  Avas  just  as  I  thought.  I  had  no  sooner 
put  the  belt  on,  making  it  good  and  tight, 
and  started  the  motor,  than  I  saw  what 
was  wrong,  or  rather  what  had  been  wrong. 
The  machine  now  ran  perfectly;  the  explo- 
sions came  regularly,  the  driving  was  per- 
fect, and  I  took  a  little  'teaser'  of  a  hill  in 
fine  style. 

"Then  it  came  to  me  like  a  flash.  The 
dampness  in  the  air,  combined  with  the 
heavy  roads,  had  made  the  belt  stretch  the 
night  before,  and  instead  of  gripping  the  pul- 
leys it  had  been  slipping.  I  had  not  noticed 
that  it  was  slack  when  I  took  it  off,  but  I 
saw  that  I  had  to  screw  the  idler  pulley  up 
much  higher,  and  the  belt  was  consequently 
much  tighter. 

"I  ought  to  have  suspected  the  belt  the 
first  thing.  But  it  does  seem  that  the  most 
obvious  thought  is  the  one  that  never  comes 
to  us.  I  made  iip  my  mind  then  that  in 
future  I  would  first  decide  what  was  the 
most  unlikely  thing  to  be  giving  trouble,  and 
then  see  if  the  fault  was  not  there.  Four 
times  out  of  five  I  would  be  right,  I  feel 
sure." 


a. 


J2 


THE  BICYCUNG  WORLL 


Fittings  That  Fit 


THE  CROSBY  COMPANY 
SPRINGFIELD  DROP  FORGING  CO 


Sheet  Metal  Parts. 

r  Springfield  Wrenches, 
i  Snow  Chains, 

iForgings,  ^•'5l,"„^h' 


and 


STRAIGHT  MFG.  CO.  .        .        .     i  ^pnngfield  Hangers, 

(One  Piece,  Three  Piece. 


CLEVELAND  HUB  CO.    . 

TOLEDO  MFG.  CO. 

UNION  MFG.  &  SPECIALTY  CO. 


Hubs. 

Forksides  and  Stays^ 

Tools  and  Specialties. 


THE  CROSBY  eOMPHNY,  =  BUFFHL©,  NEW  YORK. 


DON'T  TRUST  TO   LUCK 


All  Other 

Coaster=  Brakes 

are  in 

One  Class — 

the  Questioned  Class: 


The 

"Is-it-as-good-as-the- 

Class. 


99 


The  Morrow  is  in  a  class  by  itself — 

it  is  unquestioned  and  unquestionable — 

Merit,  proven  by  the  test  of  time,  placed  it  there  and  proved  it  true. 


"HOLD     FAST    TO    THAT    WHICH     IS    TRUE.*' 
EXPERIHENTING    ON    YOUR     CUSTOMERS    IS     RISKY     BUSINESS. 

ECLIPSE  MANUFACTURING  COMPANY,  Elmira,  N.  Y. 


i. 


THE  BICYCUNG  WORLD 


13 


WILL  GO  IT  ALONE 


Motors  Decline  to  Mix  With  Cycles— Dou- 
ble Tremblers  and  Water  Cooling. 


London,  Sept.  21.— On  Thursday  last  what 
was  supposed  to  have  been  an  Important 
meeting  between  the  Cycle  Trades'  Protec- 
tion Association  and  some  of  the  leading 
motor  car  manufacturers  was  held  in  Lon- 
don. The  meeting  was  not  a  large  one,  not- 
withstanding the  circular  which  had  been 
sent  around  explaining  the  objects  of  the 
gathering. 

Franli  BoTvdAi,  the  president,  in  opening 
the  proceedings,  said  that  the  object  was  to 
effect  a  strong  combination  between  cycle 
maimers  and  motor  car  manufacturers,  with 
a  view  to  mutual  protection  in  the  matter 
of  patents,  etc.  There  were  also  many  other 
spheres  of  usefulness  for  such  an  association 
as  the  proposed  one.  He  moved  "that  it  is 
desirable  that  the  motor  trade  should 
amalgamate  with  the  cycle  manufacturers' 
association  on  the  same  terms  as  other  mem- 
bers joining  that  body,  and  that  the  title 
itself  should  be  altered  to  the  Cycle  and 
Motor  Trades'  Association." 


It  was  then  pointed  out  that  the  meeting 
was  so  small  that  it  could  hardly  be  loolied 
upon  as  a  representative  one,  but  the  chair- 
man said  that  he  had  previously  interviewed 
a  number  of  the  leading  motor  car  maliers, 
who  had  all  expressed  opinions  favorable  to 
the  scheme  now  set  forth.  A  Mr.  Mann, 
who  has  apparently  a  most  unhappy  linack 
of  stroking  everybody's  back  the  wrong  way, 
proceeded  to  speak  against  the  motion,  and 
alluded  in  disparaging  terms  to  the  cycle 
trade  and  to  the  skill  of  the  cycle  maker. 
He  thought  that  the  matter  of  supporting  one 
show  had  recently  been  settled  by  the  motor 
trade.  They  could  not  now  support  the  Na- 
tional Cycle  Show,  nor  was  it  advisable  for 
them  to  do  so.  The  meeting  then  became 
rather  stormy.  Mr.  Starley  came  to  the  res- 
cue, and  peace  was  restored  for  a  short  time. 


Mr.  Friswell  wanted  to  know  what  induce- 
ments were  offered  to  the  motor  trade,  and 
Mr.  Shippey  said  that  if  the  Cycle  Trades' 
Association  wanted  to  take  motor  makers 
under  its  wing  it  had  better  confine  its  at- 
tentions to  the  makers  of  motocycles.  Mr. 
Edge  supported  the  motion,  and  said  he  was 
not  aware  that  there  was  at  the  present 
time  any  association  of  motor  manufacturers. 
This  raised  some  rather  forcible  comments. 
Finally  Mr.  Mann  proposed  an  amendment 
to  the  effect  "that  the  Cycle  Trades'  Associa- 
tion continue,  as  it  does,  to  represent  the 
cycle  industry,  the  Automobile  Trades'  Pro- 
tection Association  representing  the  motor 
industry,  and  that  both  associations  continue 
in  their  efforts  to  promote  such  interests  as 
are  common  to  each."  This  was  carried  by 
six  votes  to  five,  but  was  not  put  as  a  sub- 
stantive motion. 


Stocktaking  is  now  over  at  the  Coventry 
factories,  and  the  manufacturers  are  turning 
all  their  attention  to  the  production  of  the 
new  patterns  for  1902.  Most  of  the  firms 
are  seriously  considering  the  adoption  of  one 
or  other  type  of  motor  bicycle,  but  few,  if 
any,  are  contemplating  making  their  own 
motors.  The  same  applies  in  cases  where 
motor  tricycles  are  receiving  attention,  but 
apparently  the  trade  in  these  machines  has 
not  been  sufficiently  brisk  to  cause  a  rush  on 
the  part  of  the  cycle  making  firms.  This  is 
the  case  in  a  still  greater  degree  with  quads, 
the  general  opinion  being  that  such  machines 
cost  nearly  as  much  as  small  cars,  and  are 
not  quite  so  salable.  I  am  not  at  all  certain 
tliat  this  view  is  right,  for  there  is  the  hous- 
ing question  to  be  considered,  and  this  is 
always  a  very  important  point  with  dwellers 
in  towns,  and  very  often  for  those  who  re- 
side in  the  more  popular  suburbs.  The  quad 
has  a  decided  advantage  over  the  smallest 
car  in  this  matter. 

The  reduction  which  has  recently  been 
made  in  many  of  the  parts  of  De  Dion  and 
similar  motors  will  mean  that  the  trade  in 
these  engines  will  increase  rapidly.  Every 
few  dollars  which  can  be  saved  insures  more 
purchasers  and  more  manufacturers  willing 
to  incur  the  outlay  as  an  experiment.  When 
the  cost  of  the  motor  was  so  high  tliat  it  left 
little  or  nothing  in  the  profit  line  after  the 
machine  had  been  built  and  put  together 
the  average  cycle  manufacturer  looked  upon 
the  experiment  as  altogether  too  risky.  At 
best  he  thought  it  a  gamble,  but  when  he 
realized  that,  supposing  his  machine  proved 
a  success,  he  could  barely  get  a  living  profit 
out  of  it,  he  not  infrequently  decided  to 
leave  motor  "assembling"— for  such  the  trade 
at  the  present  time  really  is— alone  until 
competition  reduced  the  prices  of  the  essen- 
tial parts  to  a  figure  which  allows  a  profit  to 
be  made. 


The  adoption  of  water  cooled  heads  is 
spreading  very  fast,  and  I  constantly  see 
machines  on  the  road  which  have  been  thus 
altered.  The  increased  power  is  very  marked. 
A  friend  of  mine  who  has  had  such  a  head 
fitted  to  a  1%  horsepower  De  Dion  tricycle 
tells  me  that  this,  in  conjunction  with  the 
double  ignition  device  which  I  recently  de- 
scribed, has  wonderfully  increased  the  effec- 
tiveness of  his  mount,  and  that  he  can  often 
run  away  from  2%  horsepower  machines. 
This  must  be  so,  for  he  frequently  uses  a 
trailer,  and  I  have  seen  him  take  a  passen- 
ger up  hills  of  one  in  twelve  and  not  be 
called  upon  to  assist  the  motor  by  pedalling. 
It  therefore  follows  that  some  bargains  can 
be  had,  as  1%,  horsepower  tricycles  can  be 
bought  very  cheaply.  The  conversion  does 
not  cost  much,  and  the  owner  thus  becomes 
possessed  of  a  fairly  powerful  and  fast  ma- 
chine at  much  below  the  usual  market  price. 


many  of  them  witliout  meeting  with  much 
success.  Some  of  the  samples  sold  are 
simply  awful.  Recently  while  touring  I  had 
the  misfortune  to  get  some  of  the  worst  oil  I 
have  ever  come  across— so  bad  was  it  that  I 
liad  to  take  the  motor  to  pieces  to  clean  the 
parts  after  running  less  than  a  hundred 
miles.  Yet  the  oil  was  sold  as  the  best,  and 
the  price  certainly  was  the  best.  A  great 
many  motor  troubles  are  due  to  bad  lubri- 
cating oil,  and  a  great  many  of  the  oil  re- 
finers putting  up  such  oils  are  working  en- 
tirely in  the  dark,  and  know  next  to  nothing 
of  the  work  which  the  oil  is  required  to  per- 
form, or  the  temperature  at  which  it  has  to 
act  as  a  lubricant.  The  heavy  deposits  left 
by  some  of  the  "specially  selected"  motor 
oils  practically  clog  the  motor  in  a  compara- 
tively short  time. 


It  seems  to  be  the  general  opinion  here 
that  everything  should  be  done  to  discourage 
attempts  at  establishing  or  beating  motor 
records  upon  the  road.  Mr.  Egerton's  ride 
from  Land's  End  to  John  o'  Groat's  has  been 
quoted  as  an  example,  and  I  sincerely  trust 
that  nobody  will  attempt  to  beat  the  by  no 
means  great  performance.  The  time  was  not 
properly  checked,  and  there  is  really  nothing 
to  beat.  It  is  quite  clear  that,  if  necessary, 
any  fairly  expert  motor  bicyclist  could  cover 
the  800  odd  miles  of  by  no  means  difficult 
road  in  about  lialf  the  time  occupied  by  Mr. 
Egerton.  We  are  getting  a  bit  tired  of  that 
gentleman's  motor  trips  on  various  cars  and 
cycles,  the  more  so  from  the  fact  that  noth- 
ing very  startling  is  the  outcome.  But,  any- 
how, motor  record  breaking  on  the  public 
roads  is  decidedly  to  be  discouraged,  if  only 
in  the  interests  of  the  motor  trade  and  the 
public  generally. 


The  employment  of  double  tremblers  on 
motocycles  is  a  great  saving  in  trouble.  A 
friend  of  mine  has  ridden  his  machine  over 
a  thousand  miles  without  once  interfering 
with  either  trembler,  whereas  before  the 
duplicate  one  was  fitted  he  had  to  make  fre- 
quent adjustments.  It  is  a  curious  thing  that 
some  of  the  motor  companies  do  not  adopt 
this  system,  but  so  far  it  is  rare  to  see  a 
machine  thus  fitted.  Personally,  and  after  a 
thorough  trial  of  the  arrangement,  I  would 
not  think  of  using  a  high-speed  motor  with- 
out the  device. 


A  great  many  people  are  now  experiment- 
ing with  motor  oils,  and  most  of  the  oil  firms 
here    are    giving    attention    to    the    matter, 


Keeps  the  Lamp  Upright. 

To  keep  the  lamp  always  in  a  vertical  po- 
sition is  the  object  of  a  lamp  bracket  now 
being  marketed  by  an  English  firm.  It  is 
described  as  being  a  simple  affair,  all  that 
is  done  being  to  swing  a  vertical  piece,  pen- 
dulumwise,  on  a  small  pivot,  attached  to  the 
ordinary  lamp  bracket,  or  complete,  as  de- 
sired. The  lamp  then  slides  onto  the  vertical 
swinging  piece,  and  is  held  by  a  small  pro- 
jection from  below.  Turn  tlie  bicycle  to  any 
angle,  the  lamp  still  remains  vertical.  In 
riding  the  machine  it  is  surprising  that  there 
is  no  lateral  swing  of  the  lamp,  as  one  might 
imagine. 


lA 


THE  BICYCLING  WORLD 


Important   Announcement. 


President, 

LUD  C.  HAVENER, 

Worcester,  Mass. 

Secretary, 

ARTHUR  SIDWELL, 

(Late  Manager  Record  Pedal 

Mfg.  Co.) 

Boston,  Mass. 

Treasurer, 

GEO,  H.  BROWN, 

(Late  with    Elastic  Tip    & 

United  Supply  Cos.) 

Boston,  Mass. 


WE  HAVE  PURCHASED 

the  entire  business  and  good  will  of  the 

UNITED  SUPPLY  COMPANY, 

The 

Largest    Jobbing    House 
in   New   England. 

Out  Members  and  Stockholders  will  derive  the  benefits  of 

the  purchase  on  and  after  October  Jst,  J  901. 

All  legitimate  bicycle  dealers  in  New  England  are  eligible 

for  membership. 

Write  for  partictjlars. 


I 


Directors : 

LUD  C.  HAVENER, 

Worcester,  Mass. 

HENRY  CORP 

(Corp  Bros.),    Providence,  R.  L 

WILLARD  S.  ACHORN, 

Lynn,  Mass. 

FRED  E.  RANDALL, 

Chelsea^  Mass. 

CARL  P.  CUBBERLY, 

Boston,  MasB. 

A.  C.  POLLARD, 

Nashua,  N.  H. 

GEO.  H.  BROWN, 

Boston,  Mass. 


55  Hanover  St. 


The  Equitable  Distributing  Co., 


Boston,  Mass. 


THE  ONLY  FLUSH  SEAT  POST. 


ALL 


STYLES 

LENGTHS  OF  STEMS 

LENGTHS  OF  TOP  BARS 

GOOD  SEAT  POSTS 


ARE  MANUFACTURED  BY  US. 


Send  for  our  Catalog. 

THE  STANDARD  WELDING  CO.,  CLEVELAND,  OHIO. 


New  York  Office,  94  Reade  Street. 


THE  BICYCLING  WORLD 


S5 


'FRISCO  RAISES  RATES 


Cycle  Board  of  Trade  Adopts  a  New  Tar= 
iff — Applies  to  all  in  the  Trade. 


S<an  Francisco  has  raised  its  rates  on  re- 
pair worlc.  Action  was  talien  by  tlie  pro- 
gressive and  well-knit  Cycle  Board  of  Trade 
of  that  city,  which  includes  evei-y  cycle 
tradesman  in  'Frisco  in  its  membership.  As 
a  result  the  increase  applies  all  along  the 
line.  The  new  tariff,  which  went  into  effect 
September  10,  is  as  follows: 

TIRE    REPAIRS. 

Puncture,    ordinary   plug   or  Jiffy,    in 

single  tube  tire $  .25 

Vulcanizing  patch  on  single  tube  tire. .     1.00 
Vulcanizing  patch  on  single  tube  tire, 

(large) 1.25 

(Above    prices    on    vulcanizing    apply 

also  to  outer  cases  of  double  tube 

tires.) 

Clamp  valve  on  single  tube  tire 75 

Clamp   on   single  tube   tire,   including 

vulcanizing  old  valve  tire 1.25 

Puncture  proof  solution  in  S.  T.  tire, 

each .50 

Puncture  in  double  tube  tire 50 

Puncture  in  Clincher  tire 35 

Cement  patch  on  outer  case  in  double 

tube  tire,  and  puncture 75 

Valve  and  stem  on  laced  tire 75 

Valve    only 35 

Fitting  new  case  or  inner  tube,  each. . .       .50 
(Above    prices    include    use     of    soft 

cement;  hard  cement,  25c.  extra.) 

Protection  strip  on  tire,  each 1.25 

Cementing  protection  strip  on  tire,  each       .50 

CHAIN    REPAIRS. 

Bolt 10 

Link  put  in 25 

Link  taken  out 25 

Nut 10 

GUARDS. 

Chain  guard  only,  including  plain 
lacing 1.50 

Dress  guard  only,  including  plain 
lacing 1.50 

Chain  and  dress  guard,  including 
lacing 2.75 

Relacing  chain  guard 25 

Relacing  wheel  guard 50 

CRANK    REPAIRS. 

Stock  keyed  crank,  nickelled,  and  put 

on ^ 1.00 

Crank,  upset  and  rethreaded,  not  nick- 

.    elled  (nickelled  25c.  extra) 1.00 

Welding   tip    on   crank,    not   nickelled 

(nickelled  25c.  extra) 1.25 

Crank  key  fitted 50 

Sti'aightening  cranks,  each 25 

FORK    REPAIRS. 

Complete 5.00 

Fork  sides  and  crown  put  in 4.75 

One  side  put  in 2.00 

Pair  put  in , 3.50 

Crown  put  in 3.50 

Stem  put  in 3.00 

One  fork  tip 1.25 

Pair  of  fork  tips 2.00 

Straightening  fork  sides  (2) .75 

Straightening  fork  crown 75 

Straightening  fork  stem , .  .75 

Straightening   fork   sides,    crown   and 

stem 1.25 

Reinforced  patch  in  sides  or  stem 1.75 


FRAME    REPAIRS. 

Air  dried 
enamel. 
One    new    tube,    upper    or 

lower  rail,  in  frame $4.00 

Two  new  tubes,  upper  and 

lower  rail 6.50 

N(!w  centre  strut 4.50 

Two  new  tubes,  one  upper 
or  lower  rail  and   centre 

strut 7.50 

Three  new  tubes,  upper  and 
lower    rails    and    centre 

strut   10.00 

One  new  rear  fork 3.00 

forks...' 5.00 

brace 8.00 

braces 5.00 

2.75 

New  head 3.50 

One  extra  tube  iu  addition 
to  any  above  specifica- 
tions      2.50 

Reinforced   patch 2.50 

Rebrazing  joints,  each 1.50 

Straightening  frame 1.50 

Straightening     rear     forks 

only 1.00 

Cutting    down    frame    and 

dropping  crank  hanger.. .  8.00 

Cutting  down  frame  only. . .  6.00 
Putting  in  coaster  hub  and  brake . . 

Putting  compound  in  brake 


Two  new  rear 
One  neAv  rear 
Two  new  rear 
New  head  lug 


Baked 
enamel. 

$6.00 

8.50 
6.50 


9.50 


12.00 
5.00 
7.00 
5.00 
7.00 
5.00 
5.50 


5.50 


10.00 
8.00 

$7.50 
.50 


CARRIAGE    TIRE    REPAIRS. 

Vulcanizing   carriage   and   automobile 

tires  to  2%  inch 

Vulcanizing   caiTiage   and    automobile 

double  patch  up  to  2i/^  inch 

Vulcanizing   carriage   and   automobile 

up  to  3  inch 

Vulcanizing   carriage   and    automobile 

double  patch  up  to  3  inch 

Puncture,     carriage     and     automobile 

double  tube  tire 

Puncture,     carriage     and     automobile 

single  tube  tire  with  jiffy 

Puncture,     carriage     and     automobile 

single  tube  tires  with  plug 

Putting  in  new  inner  tube 

AXLES. 

Lathe  work,  per  hour 

Front  axles 

Crank  axles 

Rear  axles 

Pedal  shaft 

Cones  and  cups  to  order,  to  1  inch, 
$1.25;  to  1%  inch,  $1.50:  to  11/3  inch, 
$2;  to  1%  inch,  $2.25;  2  inch,  $2.50. 

Nuts  to  order,  small,  each 

Nuts  to  order,  large,  each 

Rear  sprocket,  made  to  order 

Front  sprocket,  brazed  to  axle,  not 
more  than  20  teeth 

Bench  work,  per  hour 

Cleaning  wheel,  outside 

Cleaning  wheel,  outside  and  washing 
chain  

Cleaning  wheel  inside,  all  bearings  and 
chain  

Cleaning  wheel,  tandem,  outside 

Cleaning  wheel,  tandem,  outside,  all 
bearings  and  chain 

Straightening  pedal  piu  and  reassem- 
bling pedal 

RIMS. 


One  piece  rim  put  in. . 
Laminated  rim  put  in. 


SPOKES. 

Single  tangent  spoke  put  in  (taking- 
sprocket  off  20c.  extra) 

Two  tangent  spokes  put  in  (taking 
sprocket  off  20c.  extra) 

Three  spokes  (taking  .sprocket  off  20c. 
extra) 


3.00 

3.50 

3.50 

4.00 

2.00 

1.00 

1.50 
4.00 


.75 
.50 

COO 

.75 

1.25 


.35 

.50 

1.75 

2.50 
.60 
.25 

.50 

1.50 
.50 

2.50 

.50 


2.50 
3.00 


.25 
.50 
.65 


l\nn-  spokes  (taking  sprocket  off  20c. 

extra) 75 

Five  spokes  (taking  sprocket  off  20c. 

extra)    85 

Six   spokes    (taking   sprocket   off   20c. 

extra)    95 

Seven  spokes  (taking  sprocket  off  20c. 

extra) 1.05 

Eight  or  nine  si)okos  (taking  sprocket 

off  20c.  extra) 1.15 

Tim  or  eleven  spokes  (taking  sprocket 

oft"  20c.  extra) 1.25 

Twelve    or    fourteen    spokes    (taking 

sprocket  oft"  20c.  extra) 1.35 

Fifteen  spokes  and  up  (tnking  sprocket 

off  20c.  extra),  each '.' 10 

Respoking  Avheel  complete 2.50 

Respoking  Avheel  complete,   with  new 

rim 3.00 

Respoking  wheel  complete,  laminated 

rim 3.50 

Truing  wheel 50 

Lacquering  spolces,  new,  each  wheel..  .50 
Lacquering  spokes,  rusty,  each  wheel.       .75 

PRICES   FOR   NICKEL   PLATING. 

Handle  bars . 1.00 

Seat  post 50 

Nuts 10 

Saddle  springs 50 

Lamp  brackets 25 

Cranks    .35 

Brake  and  lever 1.00 

Frame  7.50 

Forks,  full  nickel  plate 2.50 

Crowns  only 1.00 

Crowns  and  ends 1.50 

Spokes,  each 05 

Pedals,  each 50 

Sprockets 50 

Chains 1.25 

Hub,   small 35 

Hub,  large 50 

Steel  rims 1.00 

ENAMELLING. 

Frame  and  forks 4.00 

Forks    only 75 

Tandem,  including  forlvs 6.00 

Rims,  per  pair 1.00 

Plain  striping  on  frame  and  forks 1.00 

Fancy   striping 1.50 

Labor Extra 

Note. — The  above  prices  for  cones,  nuts, 
axles,  etc.,  apply  to  special  pieces  made  to 
order.  List  prices  o'f  various  machines  will 
prevail  in  connection  with  repairs  thereto. 


English  Exports  Maintain  Strength. 

The  English  cycle  trade  continues  to  main- 
tain the  renewal  of  strength  which  set  in 
soine  three  months  since.  The  returns  for 
August  show  a  substantial  increase  over  the 
record  for  August,  1900— £50,457,  as  against 
£40,613.  For  the  eight  months  ending  with 
August  the  exports  attained  a  value  of 
£365,177,  but  £9,000  behind  the  record  for 
the  corresponding  period  of  the  previous 
year.  

Where  Improvement  is  Expected. 

Because  of  the  great  improvement  of  the 
streets  in  the  City  of  Mexico  there  are  those 
who  expect  a  considerable  increase  in  the 
demand  for  bicycles  from  that  direction.  To 
date,  however,  export  statistics  have  failed 
to  give  anj^  symptoms  of  anything  of  the  sort. 


"Defects  (in  uiotocycles)  and  How  to  Rem- 
edy Them."  See  "Motocycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co..  Box 
649.  New  York.  ••• 


16 


THE  BICYCUNG  WORLD 


(Continued  from  page  9.) 

to  Instantly  vary  the  pressure  according  to 
the  ohanfriug  gradients.  No  bralve  entirely 
fulfilled  these  conditions,  as  in  most  eases 
where  an  attempt  was  made  to  fix  the  press- 
ure it  took  some  time  to  i*elease  the  brake 
in  the  event  of  its  being  necessary  to  stop 
the  wheel  or  remove  the  pressm-e  altogether. 
The  system  which  gave  the  best  results  was 
that  of  Terrot,  of  Dijon.  What  is  needed  is  a 
brake  that  maintains  the  pressure  given  to 
it  by  the  hand  and  can  be  instantly  released. 
The  chief  objection  raised  by  the  judges 
against  the  coaster  brake  is  that  it  does  not 
give  such  possibilities  of  fixing  at  any  de- 
sired pressure  as  the  rim  brake  and  more- 
over it  cannot  be  easily  fitted  to  any  wheel. 
WIRES  AND  LEVERS  GALORE. 

All  the  rim  brakes  were  classed  together  as 
No.  1,  though  the  judges  gave  a  preference  to 
them  in  the  following  order:  Bowden;  Cos- 
set, which  has  a  close  resemblance  to  the 
Bowden;  Stopp,  cylindrical  pieces  of  rolled 
leather  carried  on  a  fork  passing  over  the 
tire  and  operated  by  chains  and  bell  .levers; 
Terrot,  vulcanized  fibre  fixed  on  the  rear  fork 
near  the  crank  hanger  and  operated  by 
double  levers,  one  of  which  allows  of  the 
brake  being  fixed  by  a  toothed  sector;  Ex- 
celsior, a  special  composition  known  as 
"camel  hair,"  fixed  on  the  rear  stays  and 
operated  by  two  systems  of  levers,  one  for 
varying  the  pressure  and  the  other  along  the 
top  tube  for  fixing  the  brake;  Floquart,  a 
leather  brake  on  the  rear  stays  turning  hori- 
zontally on  an  axis  against  the  rim  and  op- 
erated in  a  way  similar  to  the  Excelsior; 
L'Ardennais,  leather  brake  sliding  on  the 
rear  fork  against  the  rim,  and  the  Carloni,  a 
brake  of  special  leather  on  the  rear  fork 
operated  by  a  flexible  shaft  which  is  manipu- 
lated by  turning  the  handle  bar  grip. 
GREAT  HEAT  GENERATED. 

Among  the  back  pedaling  brakes  the  first 
place  was  given  to  the  Rassinier,  which  con- 
sists of  a  band  with  a  number  of  galets  or 
small  wheels  running  on  a  drum  of  about 
five  inches  in  diameter.  This  necessitates  a 
large  amount  of  metal,  and  there  is  conse- 
quently little  liability  of  heating.  On  the 
other  hand,  there  was  a  good  deal  of  lateral 
play  in  the  galets  owing  to  the  wear  of  the 
rivets.  The  W.  B.  brake,  manufactured  by 
M.  Brankovitch,  consists  of  a  steel  spring 
expanding  against  a  bronze  drum.  In  the 
tests  the  oil  in  which  it  was  smothered  boiled 
and  smoked  and  the  bearings  became  very 
hot.  Nevertheless  the  judges  recommend 
it  on  account  of  its  lightness  and  simplicity 
and  declare  that  it  may  be  serviceable  for 
ordinary  roads  if  properly  lubricated.  The 
Farewell  brake  of  M.  Colle  has  a  steel  band 
acting  on  a  steel  grooved  wheel  mounted  on 
the  hub.  The  heating  was  so  considerable 
that  at  the  bottom  of  the  descent  the  water 
poured  on  the  hub  evaporated  in  steam.  The 
Hocquart  of  M.  Leroux  is  a  band  brake  with 
a  composition  known  as  "camel  hair"  acting 
on  a  steel  drum.  The  composition  was  almost 
entirely  destroyed.  I/Aigle  coaster  brake  is 
the  only  one  of  its  kind  inside  the  hub  which 


went  through  the  tests,  and  this  is  attributed 
as  much  to  the  lubrication  as  to  the  mechan- 
ical accuracy  of  the  fibrous  cone,  while  the 
large  amount  of  metal  used  prevented  any 
too  rapid  heating.  The  weight  of  the  hub 
is  about  2y2  pounds.  The  judges  think  that 
it  is  more  suitable  for  ordinary  roads  than 
for  mountainous  districts.  The  Extensible 
brake  of  M.  Montet  is  of  novel  form.  It  is 
composed  of  two  metallic  sectors  covered 
with  leather,  which  act  on  the  drum  by 
means  of  a  screw  on  the  horizontal  tube. 
The  drum  is  flanged  to  facilitate  cooling. 
This,  however,  did  not  prevent  the  leather 
from  being  burned  during  the  tests  and  there 
is  no  means  of  replacing  it  on  the  road.  The 
system  is  complicated  and  the  judges  could 
only  class  it  last  among  the  successful  de- 
vices. 
COMMITTEE'S  CONCLUSIONS  UNSATISFACTORY 

On  the  face  of  it  the  report  is  not  a  sat- 
isfactory one  and  the  condemnation  of  the 
coaster  brake  by  a  committee  of  French  ex- 
perts is  hardly  what  we  could  have  looked 
forward  to,  and  the  results  of  a  three  days' 
test  under  absolutely  abnormal  conditions 
may  be  taken  for  what  they  are  worth  in 
view  of  the  way  in  which  the  utility  and 
efiiciency  of  the  coaster  brake  has  been 
demonstrated  by  years  of  practical  cycling 
experience  in  America  and  England.  The 
value  of  this  judgment  is  narrowed  down 
considerably  when  it  is  remembered  that  the 
tests  were  intended  to  reveal  the  best  type 
of  "mountain  brake."  that  is  to  say  a  brake 
intended  to  fulfil  special  conditions  that  are 
never  once  met  with  by  the  gi-eat  majority 
of  cj'clists  during  their  whole  existence. 
WHAT  IS  A  MOUNTAIN  BRAKE? 

What  does  the  committee  mean  by  a 
"mountain  brake"  ?  Judging  from  the  nature 
of  the  tests  they  are  looking  for  a  brake 
which  will  enable  a  cyclist  to  coast  down 
dangerous  mountain  roads  at  anything  be- 
tween ten  and  fifteen  miles  an  hour,  and 
this,  too,  for  an  indefinite  time;  it  may  be  for 
a  whole  day.  But  who  has  an  opportunity  of 
riding  under  these  conditions?  If  a  cyclist 
coasted  down  one  mountain  at  break  neck 
speed  and  on  arriving  at  the  bottom  was 
immediately  raised  by  an  express  elevator 
to  the  top  of  another  mountain  he  would 
probably  want  such  a  brake  as  the  Touring 
Club  de  France  is  anxious  to  supply  him 
with,  but  under  ordinary  conditions  we  do 
not  see  how  it  is  at  all  necessary. 

ABSURD  ASSUMPTIONS  INVOLVED. 
Not  only  is  the  T.  C.  F.  looking  for  such 
a  brake,  but  they  are  trying  to  find  one 
capable  of  being  fitted  to  any  type  of 
machine,  and  this  Avas  held  to  be  a  big  argu- 
ment against  the  coaster  brake  which  was 
condemned  on  this  point  apart  from  any 
question  of  efficiency.  This  is  absolutely  ab- 
surd. No  cyclist  wants  to  buy  a  coaster 
wheel  and  fit  a  brake  himself.  If  he  has  got 
an  old  wheel  that  is  no  longer  efficient  the 
best  thing  he  can  do  is  to  buy  a  new  one, 
I'c."  fitting  an  exceptionally  powerful  brake 
on  an  old  wheel  is  like  putting  a  new  patch 
on  an  old  garment,  and  such  a  bicycle  would 


soon  crumple  up  under  the  strain.  In  send- 
ing out  a  coaster  wheel  the  maker  supplies 
a  brake  which  is  warranted  good  enough  for 
every  purpose,  but  he  certainly  doesn't  look 
to  customers  putting  such  an  enormous  fric- 
tion on  their  bicycles  as  to  cause  oil  to  boil 
in  the  bearings  and  water  to  steam,  as  hap- 
pened at  the  tests. 

"MOUNTAIN  BICYCLES"  REQUIRED! 

If  a  "mountain  brake"  is  required  to  give 
suiucient  resistance  to  stop  a  wheel  in  a  few 
yards  when  coasting  down  mighty  peaks  it 
is  only  logical  that  the  bicycle  should  be 
built  to  resist  these  strains.  A  cyclist  know- 
ing the  limitations  of  his  brake  will  descend 
carefully  and  get  to  the  bottom  in  safety, 
and  in  the  old  daj's  of  tire  brakes  we  have 
ridden  a  tandem  down  some  of  the  biggest 
mountain  roads  in  this  country  without  the 
slightest  danger.  There  was  only  one  spoon 
brake  on  the  front  wheel,  which  was  kept  at 
the  desired  pressiu'e  by  twisting  a  handker- 
Ci.xci,  around  the  lever,  but  we  didn't  coast 
at  sixteen  miles  an  hour,  or  the  sharp  turn- 
ings would  have  sent  us  to  the  bottom  by 
a  short  cut. 

TROUBLE  TEST  MAY  CAUSE. 

By  introducing  the  "mountain  brake"  it 
will  do  one  of  two  things,  either  beget  confi- 
dence among  cyclists,  who  will  coast  on 
winding  gradients  at  high  speed  and  run  tiie 
risk  of  their  wheels  collapsing  under  the 
strain  of  sudden  stoppage,  or  result  in  the 
creation  of  a  special  type  of  "mountain  bicy- 
cle," strengthened  in  all  its  parts  and  with 
large  bearing  surfaces  well  lubricated  that 
will  prevent  any  tendency  to  overheating. 
Whether  the  demand  is  likely  to  warrant  the 
creation  cf  such  a  type  is  a  matter  that  needs 
further  inquiry. 

MAY  AFFECT  FUTURE  TRADE. 

We  have  gone  pretty  fully  into  these  tests 
because  they  may  have  a  considerable  influ- 
ence upon  the  bicycle  trade  over  here  in  the 
future.  For  a  long  while  the  French  looked 
suspiciously  on  the  coaster  brake  and  after 
objecting  to  it  on  all  sorts  of  grounds  they 
are  now  adopting  it  until,  during  the  present 
season,  quite  a  large  proportion  of  the  wheels 
in  use. are  of  the  coaster  variety.  The  way 
their  numbers  are  increasing  points  to  their 
becoming  very  popular  next  year.  The  French 
makers  do  not  go  in  largely  for  the  internal 
brake,  and  therefore  the  tests  are  likely  to 
favor  their  own  wheels  to  the  exclusion  of 
American  coaster  brakes. 

AMERICAN  INTERESTS  AT  STAKE. 

If  American  manufacturers  are  to  keep 
their  trade  they  must  do  something  to  de- 
stroy the  impression  that  the  internal  brake 
is  ineffective.  Of  course,  the  tests  relate  ex- 
clusively to  mountain  brakes,  and  if  the  pub- 
lic would  keep  this  in  mind  and  remember 
that  only  an  infinitesimal  proportion  of 
cyclists  living  in  mountainous  regions  need 
such  fittings,  no  harm  would  be  done,  but 
the  results  of  the  tests  are  setting  the  fash- 
ion for  rim  brakes,  and  it  is  necessary  that 
the  public  should  be  convinced  that  for  every 
use,  apart  from  scorching  down  dangerous 
mountain  roads,  the  coaster  brake  is  the 
neatest,  best  and  most  effective  equipment 
of  a  bicycle. 


THE  BICYCUNG  WORLD 


J7 


RAQNG 


Taylor  defeated  Kramer  in  an  unpaeed 
match  race,  best  two  out  of  three,  one  mile 
heats,  in  Madison  Square  Garden  Septem- 
ber 26.  In  both  heats  Kramer  had  the  pole 
and  set  a  loafing  pace.  In  the  first  Taylor 
begun  his  sprint  in  the  eight  lap,  and  draw- 
ing alongside  Kramer,  apparently  tried  to 
crowd  that  rider  to  the  inner  edge  of  the 
track.  On  the  step  eastern  banlt  Kramer 
ran  off  on  the  flat  floor,  and  in  attempting  to 
regain  the  track  fell.  The  referee  decided 
that  Taylor  was  not  responsible  for  Kramer's 
fall  and  awarded  him  the  heat.  On  a  bor- 
rowed machine  Kramer  made  a  poor  race  in 
the  second  heat.  Taylor  jumped  him  in  the 
sixth  lap  and  Kramer  chased  him  for  the 
remainder  of  the  distance,  drawing  up  to  his 
rear  wheel  in  the  home  stretch.  Time,  first 
heat,  2:53  3-5;  second  heat,  2:36  4-5. 

Michael  rode  against  the  indoor  motor  bi- 
cycle paced  record  for  three  miles.  He 
covered  two  miles  in  3K)5  and  three  in 
4:37  3-5,  establishing  new  records  for  those 
distances.  The  time  for  the  third  mile. 
1:32  8-5,  is  the  fastest  ever  accomplished  be- 
hind single  pace. 


At  the  opening  of  the  Trenton  (N.  J.)  In- 
stitute Fair  Association,  September  30,  12,000 
persons  turned  out  to  see  the  motors  mote  and 
witnessed  good  sport.  The  ten-mile  motor 
tandem  race  between  Stark  and  Newkirk 
and  Newkirk  and  White  was  closely  con- 
tested. Alexander  and  Stark  were  in  the 
rear,  but  on  entering  the  last  lap  they  closed 
oji  the  leaders  and  won  by  two  lengths  in 
20:271/2. 

McF'arland  had  things  his  own  way  in  the 
ten-mile  motor  paced  race  with  Kramer. 
Kramei"  was  lapped  at  six  and  a  half  miles 
and  McFarland  won  by  three-quarters  of  a 
mile  in  24:42.  The  five-mile  lap  race  was 
won  by  Hurley  in  14:25. 


At  Vailsburg,  September  29,  Michael  won 
the  motor  paced  five-mile  match  race  with 
McFarland.  The  latter  had  trouble  in  both 
heats,  and  Michael  won  by  a  big  margin  in 
two  straight  heats.  Time,  first  heat,  7:42  3-5; 
second  heat,  7:55.  The  two-mile  handicap 
was  won  by  Fenn,  scratch;  time,  4:13  2-5. 
The  five  mile  professional  was  won  by 
Fisher.  Kramer  mighf  have  won  had  he 
not  been  forced  toward  the  upper  edge  of  the 
track  on  the  home  stretch.  Time,  11:03. 
Albert  Champion  did  a  marvellous  perform- 
ance and  established  a  new  world's  recoi'd 
for  the  mile  on  a  motor  bicycle.  Time,  1:15, 
previous  record,  1 :22  1-5,  made  by  Butler  in 
Buffalo. 


Kramer  won  the  twenty-five  mile  lap  race 
in  Madison  Square  Garden  September  28, 
beating  out  a  big  field  in  which  were  Taylor 
and  McFarland.  Time,  57:52  4-5.  The  race 
wound  up  the  indoor  cycle  season  in  the 
Garden.  Many  of  the  amateurs  who  have 
been  riding  in  the  last  three  years  jumped 
over  the  fence  and  joined  the  professional 


ranks,  the  most   prominent   of   these   being 
Schrieber  and  Van  Cott. 

The  match  race  between  Hurley  and 
Schrieber  was  won  by  Hurley.  Schrieber 
won  the  one-fourth  mile  in  31 3-5  seconds. 
Second  and  third  heats,  one-half  and  one 
n)ile,  was  won  by  Hurley  in  1:07  4-5  and 
2:45  4-5. 

Walthour  won  the  final  heat  of  the  series 
of  five-mile  races  continued  from  September 
24  at  Charles  River  Park  ti"ack,  Boston,  Sep- 
tember 26,  defeating  Elkes  by  about  250 
yards.  Time,  7:49  2-5.  There  was  a  long  de- 
lay in  the  riders  coming  together,  owing  to 
the  small  gate  receipts,  they  at  first  refusing 
to  appear.  It  was  only  the  prospect  of 
suspension  that  prevented  them  from  break- 
ing their  conti-acts.  The  final  heat,  which 
was  ridden  to  decide  the  match,  was  won  by 
Elkes  on  a  fluke,  Walthour's  chain  breaking 
in  the  last  lap  of  the  fifth  mile.  Elkes,  los- 
ing his  pace,,  sprinted  the  last  lap  alone  and 
finished  in  7:56.  This  race  closes  the  season 
at  this  track. 


Michael  again  defeated  McFarland  in 
Madison  Square  Garden  September  25.  The 
race  was  in  heats  of  five  miles  each  paced 
by  motor  bicycles.  Michael  lead  in  the  first 
heat,  was  one  lap,  and  in  the  second  heat 
twenty-five  yards.  Mc  Farlaud  was  unable 
to  hold  his  pace  closely  in  either  heat  and 
frequently  rode  a  lap  at  a  time  practically 
unpaeed.  Time  of  first  heat,  8:51  4-5;  second, 
8:50. 

A  special  invitation  race  for  amateurs  was 
won  by  Hurley;  Schreiber  second.  Time, 
2:214-5. 


At  the  Providence  track  September  25 
Walthour  defeated  Elkes  in  the  twenty-five 
mile  motor  paced  race  by  half  a  lap.  Time, 
37:30  3-5.  The  men  strated  from  opposite 
sides  of  the  track,  and  Walthour,  catching 
Elkes  at  the  end  of  the  sixth  mile,  simply 
trailed  him  to  the  finish. 


At  the  Revere  track,  Boston,  September 
28,  Elkes  won  the  $2,000  match  series 
against  Walthour.  Elkes  rode  37%  miles  In 
the  hour,  behind  motor  bicycles,  nearly  a 
mile  more  than  Walthour. 


Michael  and  McFarland  sailed  on  the  Kron 
Prinz  Wilhelm  yesterday  for  a  two  months' 
invasion  of  Europe. 

INDIANA  CHAINS 

EASIEST  RUNNING.     CONSEQUENTLY  BEST. 


EVERY  LINK  IS  RIGHT. 
PRICE  IS  RIGHT. 


Send  26  cents  for  Fob.     >t.8o  per  doien. 

INDIANA  CHAIN  CO.,    Indianapolis,  ind. 

Brakdbn»urg  Bros.  &  Wallace,  Salesmen. 
New  York — Chicago. 


Yei  Arc 


^eMOIDR 

WORLDlil 


WILL  SURELY 
INTEREST  Y(D)E 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of      mechanical 
terms    is    needed  to 
understand    it. 


PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUILDING, 

NEW  YORK  CITY. 


$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE  COPY  ON  APPLICATION. 


}8 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 


J^-v., 


(light    weight    racing    rilODEL.) 

ALSO  REGULAR  ROAD  HUBS. 

Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price 


I.  A.  WESTON  CO.,     Syracuse,  N.  Y. 

SelUng  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  CRHDE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  oi  the 

MORSE  KrL'^R  CHAIN 


NOISELESS  IN  flUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Frictlonless 
Rocker  Joints.  Insist  on  having  the 
Morse  Twin  Roller.  Fits  regular 
sprockets. 

Send  for  Catalosfue  and 
Trade  Price  to 

Morse  Chain  Co.,  Trumansuurg:,  n.  y. 


THE  BICYCLING  WORLD 

The  Retail  Record. 

M'ilmiugton,  Del.— Albert  McDaniel,  closed. 

Daytona,  Pla.— W.  W.  Austin,  opened  new 
store. 

Tuckahoe,  N.  Y. — Herman  Mester,  opened 
new  store. 

East  Douglas,  Mass.— W.  B.  Fairfield  has 
closed  his  store,  but  will  continue  repairing 
l)usiness  at  his  home. 

Milwaukee,  Wis.— Fred  Weil,  405  Grand 
avenue,  has  filed  a  petition  in  bankruptcy. 
He  places  his  liabilities  at  $1,124.62  and  as- 
sets at  ?1,014.07.  Exemption  to  the  amount 
of  $400  is  claimed. 


Not  Fair- Weather  Riders. 

It  takes  more  than  rain  to  keep  the  cyclists 
of  Oneida,  N.  Y.,  off  the  streets.  Numbers 
of  them  were  seen  riding  there  recently  at 
the  tail  end  of  a  heavy  shower,  protecting 
themselves  from  the  still  falling  rain  by 
holding  umbrellas  over  their  heads.  The 
sight  did  not  appear  to  be  an  unusual  one, 
for  none  of  the  natives  gave  these  wheelmen 
as  much  as  a  second  glance. 


Crawford  Chooses  Officers. 

The  Crawford  Mfg.  Co.,  Hagerstown,  Md.. 
the  stock  of  which  is  held  by  the  American 
Bicycle  Co.,  have  elected  Edward  M.  Mealey 
president,  Harry  S.  Wise  secretary,  L.  B. 
Whymper.  E.  B.  Hinsman,  Sobert  S.  Craw- 
ford and  George  Pope  directors. 


"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them."  $1.  The 
Goodman  Co..  Box  649.  New  York.  ••* 


D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

BsoLUTELr  THE  BEST     Quad  and 
Motor  Cycles, 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  IVIFCk.  CO., 
Buffalo,  N.  Y. 


♦♦♦»»♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦»»♦»♦♦♦♦♦ 

i   nAND  AND  FOOT  PUMPS,   t 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
Depots:  210  Lake  St.,  Chicago.  ^ 

421   Broome  St.,  New  York  ^ 

►♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ 


ii 


PERFECT 


99 


OILER. 


For  High  Grade  Bicycles.  The  best  and  neatest  Oiler  in  the 
jiarket  DOES  NOT  LEAK.  The  "PERFECT"  is  the 
only  Oiler  that  regulates  the  supply  of  oil  to  a  drop.  It  is  ab- 
solutely unequaled.    Price,  25  cents  each. 

We  make  cheaper  oilers,  also. 

CUSHMAN  &  DENISON,  Mfrs.,  240-242  W.  23d  St.,  NEW  YORK. 


WOLFF- AMERICAN 

BICYCLES. 

STEARNS  BICYCLE  AGENCY,  -  Syracuse,  N.  Y. 


LAMSON-PETERSON 

LUGGAGE  CARRIERS 

The  most 
serviceable  made. 


MEGQUIER  &  JONES  CO.,  Portland,  Me. 


KrxV"  r^    to   be   on   [the    go,   get     yout   tires     irooa 
-^^J-rs.-^    Kokomo.;    Made  and  sold  by 

KOKOMO  RUBBER  CO.,  Kokomo.  Ind. 


If  You  Desire 
Complete  Motor  Bicycles 

You  cannot  get  a  better  one  than 

THE   MARSH. 

If  You  Desire 
to  BiiiM  Your  Own  Motor  Bicycle 

We  can  supply  everything  which  you  require 
for  the  purpose.      Write  us. 

The  Motor  Cycle  Mfg.  Go.,  BrooMon,  Mass, 


THE  BICYCLING  WORLD 


J9 


(latalog  Jjme 


It's  Almost  Here 

And  the  catalog  compilers 
are,  of  course,  "  looking  arouild  " 
for  the  good  things  worth  illus= 
trating  and  describing. 

In  the  past,  few  catalogs 
have  gone  to  press  without  men= 
tion  of  Bevin  bells  and  sundries — 

and  the 

year  1901 

has  demonstrated 

that  NONE  can  afford  to  do  so  in 
the  future.    The  year  has  proven 

Bevin  Bells 

to  be  the 

Best  Sellers 
in  the  Trade. 

Always  well  known,  they  are 
better  known.  Always  well 
liked,  they  are  better  liked. 
Always  good  sellers,  they  are 
better  sellers  and  they  satisfy  all 
kinds  and  conditions  of  cyclists. 

If  you  have  an  eye  to  busi= 
ness  they'll  be  "  well  up  in 
front"  in  your  1902  catalog — and 
our  lamp  brackets,  toe  clips  and 
trouser  guards  won't  be  far  be- 
hind them.  They're  sellers  too. 
It  will  be  a  mistake  to  overlook 
them. 


BEVIN  BROS.  MFG.  GO. 

East  Hampton,  Mass. 

Business  Established  in  1832. 


Managers  of  Men. 

There  is  one  class  of  workei's  for  whom 
a  large  and  constant  demand  exists  and  who, 
therefore,  need  never  starve  for  lack  of  em- 
ployment. These  are  the  men  who  have  the 
iiianaging  faculty.  Like  the  poet,  the  suc- 
cessful managers  of  men,  as  a  general  rule, 
are  "born,  not  made."  Their  ability  is  rather 
intuitive  than  acquired.  They  have  the  fac- 
ulty, knack,  aptitude,  call  it  what  one  will, 
of  administration  and  leadership,  which  com- 
mands the  respect  of  those  they  control.  They 
are  necessarily  men  of  strong  will,  but  are 
not  arbitrary  or  oppressive  in  the  exercise 
of  it. 

Tact  and  good  judgment  are  essential  to 
the  makeup  of  such  men,  says  the  Metal 
Worker.  They  must  have  a  good  under- 
standing of  men  and  be  able  to  discriminate 
between  those  who  must  be  driven  and  those 
who  can  be  led,  adapting  their  methods  of 
dealing  with  each  accordingly.  To  do  this 
properly  requires  a  close  study  of  the  dispo- 
sitions of  men,  which  the  good  manager  will 
not  fail  to  make.  He  must,  moreover,  so  rule 
himself  that  he  may  pursue  his  course  with 
even  temper,  never  allowing  his  passions  to 
get  the  better  of  his  good  judgment  and  strict 
sense  of  justice.  Ruling  by  force  of  char- 
acter and  showing  himself  fair  minded,  sj^m- 
pathetic  and  devoted  to  his  duty,  he  will 
command  the  respect  and  obedience  of  those 
under  him. 

The  domineering,  passionate,  arrogant 
slave  driver  may  command  men  through  fear, 
but  he  has  no  hold  on  them,  and  the  moment 
they  have  the  opportunity  to  do  so  they  will 
rebel.  He  is  not  a  good  manager  of  men, 
although  for  a  time  thej^  may  obey  him  with 
alacrity. 

The  really  successful  manager  has  his  men 
so  trained  that  they  will  do  their  duty  as 
well  in  his  absence  as  when  he  is  present.  A 
marked  quality  of  such  a  manager  is  one  that 
he-  shares  with  all  the  great  men  of  histciy, 
the  faculty  of  picking  out  good  assistants  and 
inspiring  them  to  use  their  best  efforts.  This 
is  not  the  least  among  the  qualiflcations  es- 
sential to  good  managership.  A  loyal,  en- 
thusiastic corps  of  lieutenants  and  a  con- 
tented, cheerful  rank  and  file  of  willing 
workers  are  secured  bj^  the  methods  above 
outlined,  as  used  by  the  good  manager,  to  the 
profit  of  all  concerned. 


Williams  is  Wanted. 

Considerable  curiosity  is  felt  in  Selma,  Ala., 
as  to  the  whereabouts  of  E.  O.  Williams,  a 
former  dealer  at  that  place.  He  disappeared 
on  August  24  and  has  not  been  heard  of 
since.  It  is  alleged  that  several  bicycles 
which  had  been  sent  to  his  shop  to  be  re- 
paired disappeared  about  the  same  time. 
Williams  is  said  to  have  left  a  number  of 
unpaid  bills  beiiind  also. 


Lett  Likes  Evansville. 

According  to  an  Evansville  (Ind.)  paper, 
the  Anderson  Cycle  and  Motor  Co.  may  lo- 
cate in  that  town.  .J.  B.  Lrott,  the  president 
of  the  concern,  was  in  Evansville  last  week, 
and  expressed  himself  as  being  favorably 
impressed  with  the  town  as  a  factory  site. 


SOMETHING 

ABOUT 

CYCLE  SADDLES. 


Despite  the  thousands  of  saddles  sold 
each  year,  how  many  buyers  buy  intelli- 
gently— that  is,  with  full  information  re- 
garding leather  and  the  items  of  cost  ? 

Everyone  knows  that  "all  is  not  gold 
that  glitters,"  but  how  many  know  that  all 
is  not  leather  that  looks  it  ?  How  many 
know  the  different  grades  of  leather,  the 
different  weights  "of  it,  the  different  methods 
of  treating  it  ? 

Do  you  ? 

Do  you  know  the  cost  of  the  different 
grades — the  cost  of  the  different  weights? 

If  you  do,  then  you  are  in  a  position  to 
appreciate 


OAK  QUALITY. 


If  you  do  not,  then  inquire  of  the  leather 
market  and  you  will  quickly  learn  some  of 
the  reasons 


WHY  THE  1902  OAK  SADDLE 


IS  THE  BEST  VALUE 
EVER  OFFERED  the  CYCLE  TRADE. 


The  leather  used  is  the  choicest  selection 
possible  to  obtain.  The  Oak  top  is  three 
times  the  weight  and  thickness  of  the  top 
used  on  other  saddles,  and  leather,  please 
remember,  is  sold  by  weight,  and  weight 
and  thickness  mean  durability.  It  is  one 
of  the  reasons  why  Oak  tops  hold  their  ten- 
sion and  do  not  stretch  or  sag. 

Every  other  part  of  the  New  Oak  saddle 
is  made  with  the  same  care  and  regard  for 
quality,  and  we  make  each  and  every  part 
of  it  ourselves.  The  Oak  is  not  meiely  an 
assembled  saddle. 


WHY  NOT  LET  US  QUOTE  YOU  PRICES  P 


NEWARK  CYCLE  SPECIALTY  CO., 

NEWARK,  N.  J. 


20 


THE  BICYCLING  WORLD 


The  Week's  Patents. 

(i83,037.  Driving  Mechanism  for  Cycles. 
Venceslas  Gourny-Wysoclvi,  Brussels.  Bel- 
gium. Filed  Dec.  8,  1899.  Serial  No.  739,659. 
(No  model.) 

Claim.— 1.  In  combination  in  a  vehicle 
having  three  or  more  wheels,  driving  pedals, 
a  pin  wheel,  a  pair  of  axles  for  the  driving 
wheels  having  their  axes  coincident  and  ar- 
ranged independent  of  each  other  and  tlie 
two  pinions  arranged  upon  the  said  axles  to 
receive  movement  from  the  pin  wheel,  sub- 
stantially as  described. 

683,066.  Electric  Tube  Welding  Machine. 
Otto  Parpart,  Cleveland,  Ohio,  assignor  to 
the  Standard  Welding  Co.,  same  place.  Filed 
Sept.  1,  1900.  Serial  No.  28,750.  (No  model.) 
Claim.— 1.  In  a  tube  welding  machine,  the 
combination  of  two  electric  current  conduct- 
ing devices  respectively  connected  with  op- 
posite electric  poles  and  adapted  to  have 
contact  respectively  with  the  opposite  edge 
portions  of  the  joint  of  a  tube,  and  a  die 
located  in  a  different  plane  from  said  con- 
ducting devices  transvei'se  to  the  line  of 
movement  of  the  tube,  substantially  as  set 
forth. 

683,110.  Mixing  and  Vaporizing  Device  for 
Explosive  Engines.  Fred  W.  Pelbaum,  Day- 
ton, Ind.  Filed  iMay  21,  1900.  Serial  No. 
17,384.    (No  model.) 

Claim.— 1.  A  mixing  and  vaporizing  de- 
vice for  explosive  engines  comprising  an  oil 
vaporizing  cliamber  having  communication 
with  Che  outer  air  at  its  lower  end  and  with 
the  combustion  cylinder  at  its  upper  end,  a 
hollow  chamber  having  a  perforated  wall 
providing  an  interior  chamber  and  oil  dis- 
tributing inner  surface,  a  valve  disk  con- 
trolling communication  between  the  vaporiz- 
ing chamber  and  the  combustion  cylinder,  an 
oil  feed  having  a  feed  outlet  and  located 
in  the  vaporizing  chamber,  a  valve  disk  con- 
trolling the  feed  outlet  and  means  for  operat- 
ing said  valve  disk  of  the  oil  feed  by  the  air 
pressure  caused  by  the  suction  of  the  com- 
bustion cylinder. 

683,125.  Vaporizing  Device  for  Explosive 
Engines.  Leon  Laurent  and  Eugene  Cler- 
get,  Dijon,  Fi-ance.  Filed  March  16,  1900. 
Serial  No.  8,977.    (No  model.) 

Claim.— 1.  In  an  explosion  motor,  the 
combination  with  a  tube  made  of  a  metallic 
or  refractory  substance,  of  a  metallic  vessel, 
a  body  of  fragnients  of  metallic  or  refractory 
substance  placed  within  said  vessel,  the  out- 
let of  said  tube  being  located  within  said 
body,  and  means  for  supplying  hydrocarbon, 
water  and  air  to  said  tube. 

683,152.  Explosive  Gas  Engine.  Victor  St. 
John,  Fairmont,  Minn.  Piled  May  8,  1899. 
Serial  No.  716,073.    (No  model.) 

Claim.— 1.  A  gas  engine  of  the  class  de- 
scribed, comprising  the  cylinder,  the  piston 
working  in  said  cylinder,  its  actuating  crank, 
the  pas.sage  in  said  piston,  the  pipe  connect- 
ing said  passage  with  the  source  of  gas 
supply,  and  the  valve  arranged  in  said  piston 
between  said  passage  and  the  interior  of  the 
cylinder,  whereby  upon  the  working  stroke 
of  said  piston  the  rushing  of  the  air  through 
said  passage  and  valve  will  carry  the  gas 
Into  the  cylinder. 

083,271.  Free  Wheel  Velocipede.  Antony 
Gibbs,  Bristol,  England.  Filed  Feb.  4.  1901. 
Serial  No.  46,002.     (No  model.) 

Claim.— 1.  The  com))ination  of  an  axle,  a 
wheel  thereon,  a  pedalling  mechanism,  a 
double  acting  clutch  for  connecting  said 
pedalling  mechanism  with  said  wheel,  a 
spring  for  holding  said  clutch  open,  and 
ireans  for  ovorcoming  the  tension  of  said 
spring  10  lock  the  clutch  in  back-pedalling. 


()83,3S1.  Bicycle.  Altia  Chamberlin,  Fair- 
bury,  Neb.  Filed  March  11,  1901.  Serial  No. 
50,644.     (No  model.) 

Claim.— 1.  In  a  bicycle,  a  frame  compris- 
ing a  bottom  run  extending  in  a  direct  line 
with  the  wheel  axles,  a  main  reach  bar  and 
rear  braces  respectively  connected  with  op- 
posite ends  of  tlie  bottom  run  and  united  at 
their  upper  extremities  to  form  a  triangular 
main  frame,  and  an  upper  ti-iangular  exten- 
sion frame,  the  base  of  which  is  formed  by  a 
portion  of  the  reach  bar. 

683,410.  Collapsible  Tube  for  Containing 
Semi-Liquid  Substances.  Oscar  Mussinan, 
New  York,  N.  Y.,  assignor  to  Dennison  Mfg. 
Co.,  Boston,  Mass.  Filed  July  17,  1901. 
Serial  No.  68,680.    (No  model.) 

Claim.-.l.  A  collapsible  metal  tube  pro- 
vided with  a  flattened  rigid  nozzle  having  a 
discharge  aperture  and  adapted  to  serve  as  a 
brush  for  spreading  tne  contents  of  the  tube, 
in  combination  with  a  pin  provided  with  a 
head  and  serving  as  a  seal  or  stopper. 

683,413.  Street  Sweeper.  Andrew  J.  Rey- 
nolds, Boston,  Mass.  Filed  Nov.  17,  1899. 
Serial  No.  737,336.     (No  model.) 

Claim.— 1.  In  a  tricycle  sweeper,  a  frame- 
work, the  driving  chain  for  the  tricycle,  the 
intermediate  gear  wheel  driven  by  the  chain, 
a  brush  carried  by  a  rotating  shaft  mounted 
in  the  framework,  and  an  elastic  belt  be- 
tween said  brush  shaft  and  the  shaft  of  the 
driven  gear  wheel,  said  brush  shaft  being 
supported  in  pivoted  arms. 


Maybe  This  Would  do. 

Many  attempts  have  been  made  to  bring 
out  a  non-slipping  belt  for  motor  bicycles. 
It  is  scarcely  necessary  to  say  that  they 
have  so  far  been  attended  with  a  very  small 
degree  of  success.  This  in  spite  of  the  fact 
that  they  have  been  made  of  all  kinds  of 
material  and  in  many  different  shapes. 

The  suggestion  is  made  that  a  nearly 
square  belt  running  on  a  V-shaped  pulley 
would  be  effective.  The  belt  would  wedge 
itself  in  the  V-shaped  groove  and  take  a 
much  stronger  hold  than  could  possibly  be 
the  case  with  a  belt  and  groove  of  the  same 
shape.  It  is  not  at  all  improbable  that  there 
is  something  in  the  idea.  At  least  it  is  worth 
trying.  

Have  High  Hopes. 

The  new  vulcanized  tire  of  the  Dunlop 
Tire  Co.  is  expected  to  put  an  end  to  the 
"boil"  troubles  that  have  affected  British 
riders  so  grievously.  These  were  caused  by 
air  getting  between  the  fabric ,  and  rubber 
tread  of  the  outer  cover  and  raising  a  "boil" 
on  the  latter.  It  is  also  thought  that  the 
extensive  infringement  of  Dunlop  tires  will 
be  stopped  by  the  use  of  the  vulcanized 
cover.  "It  will  be  absolutely  impossible  to 
copy  the  new  tire,  and  the  bogus  article  will 
disappear  from  the  market,"  says  one  trans- 
Atlantic  journal. 


The  Week's  ExporU. 

England   was   far  and  away   the  largest 
purchaser  of  American  cycle  stuff  last  week, 
the  value  of  the  shipments  closely  approach- 
ing $9,000.     France  and  Holland  were  the 
only  other  ountries  to  buy  in  any  consider- 
able  quantities.     The  record   in   detail  for 
the  week,  which  closed  September  24,  fol- 
lows :  , 
Antwerp— 3  cases  bicycle  material,-  $40. 
British  East  Indies— 4  cases  bicycles  and  ma- 
terial, $245. 
British  possessions  in  Africa— 4  cases  bicy- 
cles and  material,  $79. 
Cuba— 3  cases  bicycles  and  material,  $67. 
Copenhagen— 13  cases  bicycles,  $470;  9  cases 

bicycle  material,  $261. 
Christiania— 1  case  bicycle  material,  $13. 

Dutch    East    Indies— 26   cases   bicycles    and 
material,  $387. 

Genoa — 4  cases  bicycle  material,  $45. 

Havre— 30  cases  bicycle  material,  $2,064. 

Hamburg— 14  cases  bicycle  material,  $440. 

London— 31    cases    bicycles,    $560;    65    cases 
bicycle  material,  $6,855. 

Lisbon— 15  cases  bicycles,  $380. 

Liverpool— 58  cases  bicycles,  $1,002. 

Liege — 11  cases  bicycles  and  material,  $570. 

Mexico— 1  case  bicycle  material,  $10. 

Milan— 1  case  bicycle  material,  $50.  , 

Philippines— 1  case  bicycle  material,  $25. 

Rotterdam— 27  cases  bicycles,  $980;  14  cases 
bicycle  material,  $450. 

Southampton — 9  cases  bicycle  material,  $190. 

Smyrna — 1  case  bicycle  material,  $41. 

Stavanger— 5  cases  bicycles,  $102. 

Stockholm— 1  case  bicycle  material,  $12. 

St.  Petersburg— 1  case  bicycle  material,  $30. 

Uruguay— 11  cases  bicycle  material,  $245. 

Warborg— 4  cases  bicycle  parts,  $126. 


Still  Adhere  to  English  Ideas. 

Two  hundred  Victor  bicycles  Avere  shipped 
to  Wellington,  New  Zealand,  last  week,  by 
the  J.  Stevens  Arms  and  Tool  Co.,  Chicopee, 
;Mass.  It  is  interesting  to  note  that  these 
luachines,  going  to  an  English  colony,  were 
e(iuipp(>d  with  steel  rims,  mud  guards  and 
lijind-applied  brakes. 


Going  West? 

If  70U  purchase  your  tickets  via  the  Nickel 
Plate  Road,  the  shortest  route  between  Buf- 
falo and  Chicago,  you  will  secure  the  beat 
service  at  the  lowest  rates.  Three  faat 
thru  express  trains  daily,  in  each  direc- 
tion, between  Buffalo,  Erie,  Cleveland,  Ft 
Wayne  and  Chicago  making  close  connec- 
tions at  the  latter  city  with  the  fast  trains 
of  the  Western  roads.  The  trains  on  the 
Nickel  Plate  Road  consist  of  elegant  vesti- 
buled  day  coaches,  sleeping  cars  of  the  latest 
models,  and  Nickel  Plate,  dining  cars  serv- 
ing famous  individual  club  meals  at  rate* 
from  35  cents  to  $1.  Thru  sleeping  cars 
are  also  run  from  Boston,  New  York,  Al- 
bany, Syracuse,  Rochester,  Scranton,  Bing- 
hamton  and  Elmira,  and  many  other  Bastem 
cities. 

It  your  ticket  agent  cannot  give  you  the 
Information  desired,  address  F.  J.  Moore, 
General  Agent,  Nickel  Plate  Road,  291  Main 
St..  Buffalo.  N.  Y.  •"• 


P^igures  have  been  compiled  by  the  Boston 
and  Maine  Railroad  which  show  a  falling  off 
of  60  per  cent  in  the  number  of  bicycle  car- 
ried by  it  during  the  months  of  July  and 
August,  as  compared  with  the  same  period 
during  1900. 


The  Bicycling  World 

^  ^^  In.-  A  AND  MOTOCYCLE  REVIEW. 

In  which  is  Incorporated  "  The  Wheel  and  Cycling  Trade  Review  •*  and  the  "  American  CycllsL" 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  October  10,  1901. 


No.  2 


EXECUTIVE  COMMITTEE  CUT  OUT 


B.    C.    Will  fQet    Along    Without    One— Two    Vice= 
Presidencies  Left  Vacant — Four  New  Directors, 
Otherwise  no  Changes — Financial  Report 
Interesting  if  not  Enlightening. 


RUBBER  GOODS  AFTER  GOODRICH 


Big  Company    Negotiating   for   the    Rich    Akron   Plant 

and  its  Immediate  Purchase  is  Probable-  - 

Other  Matters  Likely  to  Affect 

Tire  and  Rubber  Prices. 


Despite  tlie  peremnal  report  and  prophecy 
of  sweeping  changes  in  tlie  official  circles  of 
the  American  Bicycle  Co.,  the  annual  meet- 
ing and  election  occurred  on  Tiiesday  of  this 
week,  and  notliinu.'  of  the  sort  came  to  pass. 
AVliile  there  are  fewer  of  them,  old  hands 
remain  at  the  helm  and,  if  anything,  with 
even  a  fli'uier  grip  and  direction  than  here- 
tofore. 

The  officers  chosen  are  as  follows: 

President— R.  L.  Coleman. 

Vice-President— J.  E.  Brondey. 

Secretary  and  Treasurer — C.  \V.  Dickerson. 

The  new  directors  chosen  were:  J.  W. 
Spalding,  wlio  succeeds  his  brother,  A.  G.; 
M.  B.  Johnson,  Cleveland,  O.,  who  succeeds 
to  the  vacancy  left  by  the  death  of  K.  Philip 
GormuUy;  J.  E.  Bromley,  who  succeeds  R.  S.' 
Crawford,  'S.ud  Otto  Unzicker  (formerly  Pre- 
sident Coleman's  partner  in  tlie  Western 
Wheel  Works),  who  succeeds  E.  C.  Stearns. 
In  addition  to  these  new  men  the  directorate 
is  made  up  as  follows:  R.  L.  Coleman,  Albert 
A.  Pope,  George  Pope,  H.  A.  Lozier,  William 
Barbour,  George  W.  Young,  C.  L.  Ames,  J. 
W.  Kiser,  Gardiner  M.  Lane  and  George  F. 
Crane. 

Ante-election  rumors  had  it  that  two  vice- 
presidencies  would  be  vacated,  and,  in  this 
respect  at  least,  rumor  proved  correct.  Col. 
George  Pope  and  Theo.  F.  Merseles,  first  and 
lliird  vice-presidents  respectively,  were  not 
re-elected.  Both  ^vill,  however,  continue  to 
he  identified  witli  the  company.  Mr.  Mer- 
seles has  been  appointed  assistant  to  the 
piesident,  and  while  Col.  Pope  will  have  no 


tille,  he  will  have  his  duties  and  incidentally 
devote  more  time  to  the  development  of  the 
Auto-Street  Sweeper  Co.,  of  which  he  is  pre- 
sident, and  in  which  the  A.  B.  C.  has  large 
holdings. 

More  surprising,  liowever,  is  the  fact  that 
tlie  executive  committee  itself  was  discon- 
tinued. It  no  longer  exists,  thereby  leaving 
to  President  Coleman  practically  the  entire 
direction  of  affairs.  Tlie  offices  of  secretary 
and  treasurer  also  were  formally  consoli- 
dated, giving  Secretary  Dickerson  tlie  posi- 
tion of  treasurer,  which  he  has  filled  for 
nearly  a  year  past  in  addition  to  his  otiier 
duties. 

Like  all  financial  statements  designed  for 
public  print,  tlie  A.  B.  C.'s  presentment  con- 
veys small  information.  A  newspaper  man 
remarked  tliis  fact  to  an  official. 

'"Oh!  turn  it  over  to  your  expert  account- 
ant," advised  the  latter  with  a  dry  smile. 

On  its  face  the  report  shows  a  net  profit 
of  $350,682.59  after  paying  interest  on  bonds. 
How  much  of  this  was  earned  by  the  depen- 
dent or  auxiliary  companies  operating  under 
other  names  is  a  matter  for  speculation,  but 
reliable  information  places  the  amount  at 
more  than  50  per  cent  of  the  net  profits. 
That  the  company  itself  earned  more  than 
sufficient  to  pay  its  interest  charges  has 
given  rise  to  gossip  that  proves  nothing,  how- 
ever. 

Incidentally  the  gross  profits  for  the  year 
figure  but  .?4,897  less  than  for  the  ten  months 
of   1900— another  item,   weather   considered, 
(Continued  on  page  30.) 


Information  regarding  one  of  the  develop- 
11  units  in  the  tire  trade  at  which  the  Bicycl- 
ing World  hinted  three  w-eeks  since  has 
finally  reached  the  outside  public;  in  con- 
seiiuence  it  is  no  longer  a  secret  that  before 
the  close  of  the  current  week  it  is  likely  that 
tlie  great  plant  of  the  B.  F.  Goodrich  Co.,  at 
Akron,  Ohio,  will  be  added  to  the  possessions 
of  the  Rubber  Goods  IMfg.  Co. 

The  Rubber  Goods  Co.  has  had  an  option 
on  tlie  property  for  some  time,  but  negotia- 
tions for  tlie  actual  sale  of  it  has  been  taken 
up  only  within  the  p:ist  month.  They  are 
now  Hearing  a  head  and  final  consummation 
oi  tlie  deal  is  expected  at  anj'  moment. 

Reports  of  a  consolidation  of  the  crude 
rubber  companies  are  also  circulating;  like- 
wise a  report  that  the  tire  makers  are  finally 
luaring  an  agreement  as  to  the  price  of 
cheap  tires. 


Hutchinson  Gets  'Frisco  Berth. 

The  organization  of  the  American  Bicycle 
Co.'s  three  new  sales  departments  has  been 
completed  by  the  selection  of  O.  C.  Hutchin- 
son as  manager  of  the  Pacific  department  at 
San  Francisco.  Hitherto  Mr.  Hutchinson 
has  been  in  charge  of  the  Monarch  depart- 
ment in  Chicago.  As  stated  last  week,  the 
Eastern  department  in  New  York  will  be 
managed  by  Chas.  E.  Walker  and  the  West- 
ern in  Chicago  by  J.  C.  Matlack.  The  joli 
bin g  -and  foreign  bureaus,  now  attached  to 
headquarters,  will  be  placed  under  Mr. 
Walker's  direction. 


24 


THE  BICYCLING  WORLD 


GAINS  IN  EUROPE 


But  Despite  Them  August's   Export  Rec° 
ord  Proves  Unusually  r'oor. 


In  the  matter  of  exports  August  failed  to 
hold  tlip  pace  of  the  two  previous  mouths. 
While  Juue  and  July  developed  increases, 
August  turns  out  to  have  been  about  the 
poorest  month  since  the  export  business  at- 
tained respectable  proportions.  Its  record 
was  some  $34,000  less  than  August  of  last 
year— itself  a  month  of  no  magnitude. 

AYhile  the  elimination  of  Hawaii  and  Porto 
Rico  from  the  statistics  is  a  factor,  the  loss, 
strange  to  r(4ate,  was  sustained  not  in  Eng- 
land or  Europe,  as  has  been  the  case  hereto- 
fore, but  mainly  in  Japan,  Australia  and  the 
Philippines.  England  apd  Europe  generally, 
not  even  excepting  Germany,  actually 
showed  a  substantial  increase  in  their  pur- 
chases, England's  increase  bringing  its  total 
for  the  eight  months  ending  with  August 
above  the  record  for  the  corresponding 
period  of  1900.  Of  the  other  gains  only  that 
in  Mexico  is  worthy  of  remark.  China,  in 
which  a  sensational  advance  was  made  last 
mouth,  failed  to  bear  out  the  promise  of  an 
immediate  awakening  and  developed  trade. 

The  record  in  detail  follows: 


Cycling  Conditions  Abroad. 

"They  seem  to  use  their  bicycles  more  on 
'the  other  side'  than  we  do  here,"  remarked 
a  prominent  tradesman  who  had  just  re- 
turned from  a  quiet  tour  of  England  and 
the  Continent,  and  who  did  not  care  to  have 
the  fact  known.  "You  see  them  everywhere 
and  in  goodly  numbers.  Since  the  days  of 
our  boom  I  don't  think  I  have  seen  so  many 
riders  as  I  saw  in  St.  Petersburg.  The  place 
seemed  alive  with  them.  In  France,  in  Bel- 
gium, and  even  in  Germany,  where  the  cry 
of  distress  has  been  heard  loudest,  there  were 
few  visible  signs  of  depression,  while  in 
England — well,  in  England  bicycles  never 
seem  to  grow  less." 


DOWN  GO  DUNLOPS 


Menke  Gets  Veeders. 

Ellis  Menke,  Frankfort  on  Main,  Germany, 
has  recently  contracted  with  the  Veeder  Mfg. 
Co.  to  handle  their  cyclometers,  odometers 
and  specialties  in  Europe,  with  the  exception 
of  England.  In  conjunction  with  Markt  & 
Co.,  Ltd.,  of  London,  Menke  will  control  the 
entire  European  trade. 


Takes  Root  in  Evansville. 

Press  dispatches  from  Evansville,  Ind., 
state  that  the  Root  Motor  Cycle,  Co.— who- 
ever they  may  be— have  made  a  proposition 
to  locate  its  plant  there;  the  proposition,  it 
is  added,  has  been  accepted. 


Exported  to- 


— August - 


190a 
Values. 


1901. 
Values. 


-Eight  months  ending  August- 

1899.     ]      1900.     I     1901. 

Values.  (   Values.      Values. 


United  Kingdom 

France  

Germany   

Other    Europe 

British  Nortli  America 

Central  American  States  and  British 

Honduras    

Mexico   

Santo    Domingo 

Cuba 

Porto  Rico* 

Otlier  West  Indies  and  Bermuda 

Argentina  

Brazil 

Colombia 

Other  South  America 

Chinese   Empire 

British  East  Indies 

Hong-Kong    

Japan  

British  Australasia 

Hawaii* 

Philippine  Islands 

Other  Asia  and  Oceania 

Africa 

Other  countries 


§26,323 

7,273 

6,155 

15,291 

10,703 

258 

849 

24 

1,813 


4,984 

1.544 

839 

103 

3,204 

1,672 

5,154 

1,260 

21.913 

21,670 


f  29, 173 
8,393 
9,490 

20,903 
9,347 

121 
2,537 

248 
1,767 


10,715 

2,136 
5,501 

40 


4.777 

200 

83 

75 

2,425 

840 

1,413 

460 

13.345 

10,662 


1,338 
1,033 
6,260 

98 


$605,164 
393,988 
718,451 
800,614 
502,134 

3,819 

32,707 

298 

49,842 

2,234 

46.238 

200,762 

23,397 

6,108 

41,893 

16,225 

79,619 

6,390 

67,491 

157.024 

35,842 

958 

29,001 

130.812 

2741 


$374,546 
172,880 
309,870 
575,300 
336,613 

1,044 

10,761 

152 

63,377 

1,461 
32,751 
61,538 
14,351 

3,400 
30,705 
17,966 
42,547 

5,785 

182,181 

154,182 

32,473 

39,645 

20,532, 

33,3001 

3.571 


$383,369 
170,684 
170,356 
420,104 
269,393 

3,734 

16,636 

756 

8,243 


84,891 

4,762 

4,428 

575 

20,105 

42.831 

38,720 

2,812 

173,932 

126,292 


26,230 
14,743 
53,040 

282 


Totals 1    $149.374|    $125,028!  I|3.951,285|$2,517,717|$1,986.919 

•No   longer   included   in   statistics. 


British-Made  Hygienics. 

It  is  stated  by  the  Cyclist  that  hereafter 
the  Hygienic  cushion  frames  used  in  Great 
Britain  will  be  made  in  that  country.  Ar- 
rangements to  that  end  have  been  effected 
by  the  South  British  Trading  Company,  the 
British  representatives  of  the  Hygienic 
Wheel  Co.  The  parts  will  be  made  by  a 
well  known  manufacturing  concern,  name 
not  mentioned. 


Sundry  Department  Continued. 

It  turns  out  that  the  Columbia  sundry  de- 
partment which  it  was  supposed  would  be 
abolished  will  not  only  be  continued,  but 
will  be  removed  from  Hartford  to  New  York. 
H<M(>  it  will  bo  attached  to  the  amalgamateii 
sjik's  iloi);irtiiu'nt  under  Charles  E  AValker. 
Tlie  sundry  department  itself  will,  however, 
remain  tlie  immediate  charge  of  the  present 
manager,  C.  F.  Cox. 


Big    Company    Again   Reduces   Prices   and 
Embarrasses  Its  Competitors. 


It  is  evident  that  the  Dunlop  Tire  Co.  has 
not  given  up  the  hope  of  retaining  its  com- 
manding position  in  the  British  trade  even 
after  the  expiration  of  its  patents  three 
years  hence. 

Nor  can  it  be  denied  that  the  campaign 
they  have  already  inaugurated  has  been 
very  ably  planned  and  promises  remarkable 
results.  They  first  made  great  improve- 
ments in  their  tires,  placed  two  types  of  de- 
tachable pneumatics— the  wired  and  the 
beaded  edge— on  terms  of  equality  in  the 
market,  and  thus  removed  nearly  all  ground 
for  criticism  on  this  score.  Then  the  mat- 
ters of  guarantee  and  price  were  taken  up, 
and  the  latter  at  least  has  been  settled  in 
a  manner  that  cannot  fail  to  materially 
help  their  cause. 

The  promise  of  a  material  reduction  from 
the  preposterous  prices  heretofore  charged 
by  the  concern  has  been  fulfilled.  The  new 
trade  prices  took  effect  on  October  1,  and 
their  publication  was  almost  coincident  with 
this  date. 

Under  the  new  list  the  trade  prices  range 
from  $11  50  to  $12  gross,  the  latter  price  be- 
ing for  less  than  5  pairs,  and  the  former  in 
1,000  pair  lots.  These  prices  are  for  the 
complete  tires,  with  rims.  Prom  these 
figures  there  are  reductions  in  the  shape  of 
discounts  and  rebates.  Taking  these  into 
account,  and  figuring  the  lowest  net  price 
obtainable  by  the  largest  buyers,  it  comes 
out  at  $10.16.  The  prices  on  the  separaite 
parts  have  been  reduced  proportionately. 

This  is  a  reduction  from  the  present  sea- 
son's prices  of  a  few  cents  under  $2,  or  15 
per  cent.  This  is  a  considerable  decrease, 
although  not  a  sweeping  one. 

Even  as  it  is,  however,  it  bodes  ill  for  the 
competitors  of  the  big  monopoly.  The  logic 
of  events  is  almost  certain  to  force  them  to 
reduce  their  prices  correspondingly.  Hither- 
to they  have  obtained  trade  almost  entirely 
on  the  strength  of  cheapness,  and  to  re- 
linguish  the  advantage  would  be  almost 
equivalent  to  throwing  up  their  hands. 

To  observers  in  this  coimtry  a  reduction 
would  appear  to  be  easy."  As  has  been  so 
often  pointed  out,  British  tire  prices  are,  by 
comparison  with  American  ones,  excessively 
high.  It  seems  scarcely  possilDle  that  the 
cost  of  inanufacture  is  so  much  greater  than 
that  in  this  country  that  the  increase  is  a 
ueces.-iity,  nor  can  one  see  why  the  selling 
cost  should  be  so  different  as  to  cause  the 
increase. 

Yet  the  opinion  is  freely  advanced  that  a 
proportionate  reduction  by  the  Dunlop  Com- 
pany's competitors  is  an  impossibilitj'.  It 
is  intimated  that  this  fact  presages  the  suc- 
cess of  the  Dunlop  Company,  and  the  ac- 
quirement by  it  of  practically  all  the  tire 
business  next  year.  It  is  pctinted  out  tliat 
tlie  outside  concerns  are  now  lietween  the 
devil  and  the  deep  sea.  They  caniut  make 
the  required  cut,  and  they  cauiut  retain 
their  trade  unless  they  do. 


THE  BICYCLING  WORLD 


25 


EFFECTS  OF  ORGANIZATION 


How  'Frisco's  Board  of  Trade  Dominates 
Business — Regulations  in  Force. 


11'  the  other  memhers  of  the  San  Francisco 
Cycle  Board  of  Trade  are  like  Joseph  HoUe— 
and  necessarily  most  of  them  must  be— it  is 
easy  to  understand  why  that  organization  is 
one  of  the  very  few  that  not  only  still  exist 
in  the  cycle  trade,  but  that  is  a  really  live 
and  dominating  factor  in  retail  affairs. 

Holle,  who  spent  two  weelis  in  this  part 
of  the  country,  left  for  home  last  week. 
Before  he  left  he  fell  to  talking  of  the 
'Frisco  Board  of  Trade,  and  had  he  been 
urging  the  Bicycling  World  man  to  become 
a  member  he  could  not  have  talked  more 
earnestly  or  convincingly.  He  delivered  what 
might  well  be  termed  an  "essay  on  organiza- 
tion." There  was  no  such  thing  as  discour- 
aging him  by  pointing  out  the  many  fail- 
ures of  similar  organizations  in  the  East  and 
elsewhere,  or  by  remarking  the  lack  of  co- 
hesion and  the  fierceness  of  competition.  He 
had  a  good  answer  for  every  argument. 

"We  went  all  through  that,"  he  said.  "We 
had  wide  open  competition  and  the  usual 
number  of  dealers  and  repairmen  who  would 
not  join  with  us,  and  who  advanced  all  the 
usual  objections.  But  Ave  stuck  to  it,  and 
they  are  all  with  us  now,  I  can  tell  you. 

"There  isn't  a  man  in  the  bicycle  business 
in  San  Francisco  who  is  not  a  member  of 
the  Board  of  Trade.  The  dealers,  the  job- 
bers, the  repairmen,  the  enamellers  and  the 
platers,  big  and  little— Ave've  got  them  all. 
Yes,  we  have  even  the  department  store 
with  us.  They  all  did  not  come  in  at  once, 
and  in  fact  the  last  one  who  held  aloof  and 
fought  us  for  years  only  tiled  his  applica- 
tion last  month.  We  had  ceased  to  solicit 
his  membership,  and  he  came  in  of  his  own 
accord,  and  just  to  teach  him  a  lesson  we 
laid  his  application  over  for  a  couple  of 
months.  No  man  outside  our  ranks  can  well 
do  business  in  'Frisco,  and  the  fact  is  recog- 
nized. 

"We  all  used  to  fight  each  other,  cut  prices, 
call  names  and  do  all  that  sort  of  thing,  but 
organization  has  overcome  it  all,  and  now 
when  we  get  together  each  member  feels 
kindly  toward  the  other  and  works  for  the 
common  good.  If  you  called  our  Board  of 
Trade  the  'Anti-Knocking  Association'  it 
might  be  slangily  described,  but  it  would 
describe  it  truthfully  at  that. 

"Why,  we  even  went  over  to  Oakland  and 
organized  a  Board  of  Trade  there.  Oakland 
is  just  across  the  bay  from  San  Francisco. 
It  is  as  Brooklyn  is  to  New  York.  The  trade 
there  was  all  cut  up,  and,  being  so  near,  we 
of  San  Francisco  felt  the  effect.  When  we 
called  the  first  meeting  in  Oakland  but  five 
Oaklandites  attended.  We  were  assured  that 
we  could  not  succeed.  But  we  held  a  second 
and  a  third  meeting,  and  each  time  we  gath- 


ered in  more  of  them.  Now  there  are  but 
four  or  five  outside  the  fold,  and  things  in 
Oakland  are  going  swimmingly. 

"What  we  have  done  any  one  can  do.  I 
can't  understand  why  more  of  it  is  not  done, 
if  for  no  other  reason  than  that  it  pays  to  do 
it.  Our  Board  has  existed  since  1896;  it  is 
stronger  to-day  tlian  it  ever  was,  and  I 
doubt  if  we  have  a  single  member  who 
would  elect  to  go  back  to  'the  go-as-you- 
please  plan." 

"But  what  of  price  cutters  and  job  lots?" 
was  asked. 

"They  don't  bother  us  at  all,"  Holle  re- 
plied. "The  nearest  approach  to  price  cut- 
ters we  have  are  department  stores,  and,  as 
I  told  you,  the  manager  of  the  only  one 
selling  bicycles  is  a  member  of  our  Board 
of  Trade — which  means  that  he  does  not  cut 
prices." 

"Job  lots?" 

"They've  tried  to  auction  them  off  on  us 
several  times,  but  scored  a  failure  every 
time  they  tried  it.  San  Francisco  people 
are  chary  of  unknown  or  doubtful  bicycles; 
they  are  wise  buyers." 

Holle  had  with  him  copies  of  the  San 
Francisco  organization's  constitution  and  by- 
laws and  of  the  more  important  resolutions 
that  had  been  passed.  These  threw  light  on 
the  sources  of  the  Board's  strength.  The 
main  source  appears  to  be  an  agreement 
entered  into  with  the  jobbing  houses,  in 
which  the  latter  bind  themselves  as  follows: 

"We  agree  not  to  sell  any  bicycle  repair 
or  construction  material  at  trade  discounts 
to  any  one  in  San  Francisco  except  members 
of  your  association,  with  the  exception  of 
tliose  wholesale  houses  who,  from  their  deal- 
ings with  us  in  other  lines  of  goods,  and 
Avho  in  many  cases  purchase  the.  above  men- 
tioned goods  for  their  country  customers, 
and  in  consequence  have  a  just  claim  on  us 
for  our  trade  prices." 

Mr.  Holle  states  that  the  agreement  has 
worked  satisfactoi-ily  to  all  concerned.  The 
jobbing  house  that  violated  the  agreement 
would  at  once  lose  the  trade  of  the  members 
of  the  Board.  They  have  appreciated  the 
fact  so  well  and  lived  up  to  the  agreement 
so  steadfastly  that  dealers  and  repairmen 
who  flouted  the  organization  and  who  ad- 
vanced the  argument  that  "no  one  would 
refuse  to  sell  them  Avhile  they  had  the  price" 
vv'ero  quickly  undeceived  and  brought  to 
their  knees. 

Much  power  is  vested  in  the  directors, 
thus: 

"The  directory  of  the  Board  will  consti- 
tute and  maintain  a  strict  surveillance  of  its 
members  and  will  see  that  repair  prices  are 
regularly  maintained  as  per  schedule.  Any 
member  detected  and  convicted  of  cutting 
prices  will  be  suspended  from  membership. 
His  card  will  be  withdrawn,  and  he  can  be 
reinstated  only  by  vote  of  the  Board." 

Additional  causes  for  action  and  the  penal- 
ties involved  are  outlined  as  follows: 

"Any  member  of  this  Cycle  Board  of  Trade 
who  shall  purchase  for  or  furnish  in  any 
manner    at    trade    rates    cycle    material    or 


sundries  to  a  repairer  or  dealer  who  is  not 
in  the  Cycle  Board  of  Trade,  or  who  has 
been  debarred  from  the  privileges  of  this 
.association,  or  the  Oakland  Cycle  Board  of 
Ti-ade,  or  any  other  Cycle  Board  of  Trade 
which  shall  be  in  harmonious  relations  with 
this  organization,  shall,  upon  due  evidence 
presented  to  the  Board  of  Directors  of  this 
association,  be  deprived  of  his  membership 
card." 

"Members  shall  be  fined  $10  for  the  first 
offence  of  cutting  prices.  Failure  to  pay 
fine  will  mean  expulsion,  and,  for  the  second 
offence,  expulsion." 

The  San  Franciscans  are  not  hidebound, 
however.  They  appreciate  that  "exceptions 
merely  prove  the  rule"— that  causes  and  con- 
siderations occasionally  arise  that  require 
the  relaxing  of  a  rule,  and  they  provide  for 
it,  but  with  the  following  admirable  safe- 
guard: 

"In  view  of  possible  irregularities  or  over- 
stepping of  the  privilege  of  members  to  fur- 
nish repair  work  or  cycle  material,  out  of 
considerations  of  friendship  or  other  obliga- 
tions, at  rates  below  those  fixed  by  the  Cycle 
Board  of  Trade,  each  such  case  shall  be  re- 
ported in  writing  to  the  secretary  by  the 
firm  making  the  exception  within  one  week 
of  the  transaction,  specifying  the  article  of 
repair,  price,  and  to  whom  made.  The  sec- 
retary shall  file  the  same  in  a  record  open 
to  all  members  of  the  organization.  The 
Board  of  Directors  shall  be  judges  whether 
the  privilege  is  being  abused  by  any  mem- 
ber, and  shall  have  the  power  to  limit  the 
same.  Any  failure  to  report  shall  subject 
member  to  loss  of  card." 


Would  Prove  Real  Stimulants. 

"Motor  bicycles  aside,"  says  Alex  Schwal- 
bach,  Brooklyn's  veteran  dealer,  "if  the  busi- 
ness is  to  be  given  an  immediate  stimulant 
that  will  be  generally  felt,  and  be  made 
plainly  visible,  I  am  convinced  that  it  can 
be  given  in  just  one  way— by  a  general  re- 
duction to  $50  in  the  price  of  chainless  bi- 
cycles. That  price  will  start  a  general  move- 
ment toAvard  the  chainless,  and,  I  believe, 
swing  over  the  majority  of  riders— nothing 
else  will.  The  present  prices  simply  serve  as  a 
handicap  and  di-ag  to  the  machine." 


Goes  From  Philadelphia  to  London. 

W.  A.  Richwine,  for  several  years  in 
charge  of  the  Eclipse  Mfg.  Co.'s  Philadel- 
phia branch,  is  leaving  for  London  to  be- 
come identified  Avith  Green  &  Houk,  who 
control  the  Morrow  coaster-brake  in  the 
United  Kingdom.  Richwine  is  one  of  the 
trade  veterans,  and  his  extensive  knowledge 
and  experience  should  stand  him  to  good 
purpose  in  his  new  field. 


Campbell  Joins  Barwest  Staff. 

S.  A.   Campbell,   long  identified  with  the 
Eclipse    Mfg.    Co.,    has   been   added   to   the 
travelling    corps    of    the    Barwest    Coaster- 
Brake  Co.    He  will  cover  his  old  territorj 
New  York  to  Omaha. 


26 


THE  BICYCLING  WORLD 


4 


I  City  to  ill 

01  A  NATIOML 


I! 


LI 


♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦I 

♦      This  is  the  bicycle  upon  ♦ 

I  which  E.  A.  Payne,  of  Am-  1 

sterdam,  N.  Y.,  established  | 

a  new  record  from  New  York 

City  to  Buffalo. 


♦ 
♦ 
♦ 
♦ 


I 


A  NATIONAL  BICYCLE  IS 
ALWAYS  TO  BE  DEPEND- 
ED UPON  FOR  ANY  SER- 
VICE. 


»♦♦♦♦♦♦♦< 


♦ 
►»♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ 


NO  OTHER  BICYCLE  IS  LIKE  IT. 
IT'S  IN  A  CLASS  BY  ITSELF. 


NATIONAL  CYCLE  MFG.  CO., 

BAY  CITY,  MICH. 


//> 


T 

T 
W 

St/ 

M/ 

i 

f 

I 


Good  Tires 

More  than  pay  for  themselves  in  the  extra  service,  comfort  and  sense  of  se- 
curity they  render  the  rider. 

FISK  TIRES  are  the  best  of  good  tires — for  bicycles,  carriages, 
motor  cycles  and  automobiles. 


BR  VNCHKS: 
SrKiNfiFrEi.i);        Nkw  York,  gq  Chambers  St.;        Syracuse;       Buffalo; 
Detkuit:     i'.HiCAcn,  54  State  St.:      San  Francisco,  The  Phil  \'>.  liekeart 
Co.,  1 14  Secoi'd  St. 

REPAIR  DEPOTS: 
105  Reade  St ,  Nkw  York,  N.  Y.;  168  Oliver  St.,  Boston,  Mass.; 

1015  Arch  St..   PHILADELfHIA.  Pa. 


FISK  RUBBER  COMPANY 


CHICOPEE  FALLS,  MA5S. 


THE  BICYCUNG  WORLD 


27 


FOUNDED; 

•1877;*,  _    ._, 

»n<iJ^^tOCYCll  REVIEW<«si». 

In  which  is  Incorporated 
-lie  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  GOOOMHN  eOMPaNY, 

123:rl25  Tribune  Building. 

(154  Nassau  Street) 

NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


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but  7.'£?/  for  advertisements.  Cliecks.  Drafts  and  Money  Orders 
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Entered  as  sccond-cia.s^  matter  at  tlie  New  York,  N.  Y., 
Post  (Mce,  Sc|)tcmber,  i.  no. 

General  Agents :  'I'lie  American  News  Co.,  New  York  City 
and  its  branches 

miy"  Change  of  advertisements  ii  not  guaranteed  unless  copy 
therefor  is  in  li<and  on  .SATURDAY  preceding  the  date  of 
publication. 

J^^  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  faciliiies  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 

New  York,  October  id,  1901. 


Organizing  on  the  Right  Plan. 

The  story  of  San  Francisco's  Cycle  Board 
of  Trade  is  not  only  a  wholesome  but 
an  inspiring  one.  It  had  preceded  the  tell- 
ing of  it  by  Mr.  Holle,  which  is  nai-fated  in 
another  colnmn,  and  had  always  evoked 
admiration. 

Mr.  Holle,  however,  supplies  the  working 
plan,  so  to  speak,  and,  as  he  says,  there  is  no 
reason  why,  having  proved  effective  in  San 
Francisco,  it  will  not  prove  as  effective  else- 
where. 

The  jobbers'  agreement  is,  of  course,  the 
corner  stone  to  success,  but  as  it  is  an 
agreement  that  helps  jobber  as  well  as 
dealer  and  repairman,  there  are  few  of  the 
middlemen  who  would  refuse  to  become  a 
party  to  such  an  arrangement. 

The  advantages  of  organization  are  beyond 
dispute.  In  past  years,  the  dealers  in  many 
cities  have  recognized  the  fact  and  groped 
for  them  with  assorted  success  or  no  success 
at  all.  The  various  associations  and  (boards 
of  trade  have  fallen  apart  mainly  because 
they   rested  on   no   substantial   foundation. 


The  "jobbers'  agreeuieut"  did  not  occur  to 
them. 

Now  that  it  is  pointed  out  it  must  occur  to 
all  that  it  is  a  rock  of  great  strength.  It  in- 
vites a  rebuilding  of  structures.  It  points 
the  way  to  a  better  condition  of  things  and 
to  lasting  betterment.  Wherever  a  dozen 
dealers  survive  it  should  give  hope — it  should 
iuvoke  a  getting  together  and  the  formation 
of  an  organization  such  as  kept  San  Fran- 
cisco and  a  few  other  places  out  of  the 
sloughs  of  despond. 


Making  for  Mischl^. 

The  organization  of  the  New  England  re- 
tail pool — the  Equitable  Distributing  Co.— is 
already  giving  rise  to  wrong  impressions 
tliat  are  calculated  to  implant  mischievous 
ideas  in  the  public  mind. 

Some  of  the  New  England  papers  have 
published  the  concern's  prospectus,  figures 
and  all,  and  heralded  it  as  a  "co-operative 
bicycle  company"  which  purposes  doing  all 
manner  of  things,  among  others,  "to  sell 
high  class  bicycles  at  $20  and  less."  Even 
the  New  York  Sun  has  reprinted  the  twaddle 
and  the  co-operative  idea  being  a  fascinating 
one,  the  story  has  started  on  a  journey  that 
will  hardly  end  short  of  the  Pacific. 

The  damage  that  may  be  left  in  the  train 
of  a  constantly  repeated  and  uncontradicted 
tale  of  the  sort  is  easily  imaginable.  The 
mail  order  houses,  fake  storage  companies 
and  other  commercial  gTierillas  and  cheap- 
and-nasties  have  already  planted  that  noi- 
some seed  in  many  minds  and  a  tale  of  the 
kind  simply  appears  to  confirm  their  wildly 
exaggerated  claims  of  "high  class  bicycles" 
at  $19.99  and  other  fanciful  prices. 

If  the  Sun  and  the  other  papers  desire  to 
serve  an  industry  that  has  already  suffered 
much  from  misrepresentation  and  incident- 
ally to  undeceive  the  public  they  might 
state  the  real  facts  in  the  case:  that  the  "co- 
operative bicycle  company"  in  question  was 
formed  primarilly  because  the  dealers  com- 
posing it  have  found  profits  not  too  great 
but  all  too  slender;  that  to  better  conditions 
they  aim  by  organization  to  lump  their  pur- 
eltases  and  thus  obtain  the  benefit  of  "quan- 
toity  quotations"  which  apply  not  on  the 
really  high  class  bicycles,  but  on  sundries 
and  on  the  nondescript  bicycles  known  as 
"job  lots"  which  are  hawked  under  many 
names  at  many  prices  in  as  many  towns. 
As  a  portion  of  the  public,  lured  on  by  the 
music  of  the  guerillas  and  "wild  cats"  will 
purchase  doubtful  bicycles  of  the  sort,  the 
dealers  gathered  into  the  "co-operative  bi- 
cyle  company"  mean  to  meet  the  competition 


and  give  that  portion  of  the  public  such  odds 
and  ends  as  it  wants  at  the  fanciful  prices 
which  appear  to  possess  such  fascination— 
$19.99  and  less. 

The  genuinely  high  class  bicycles,  those 
with  a  reputation  and  sold  and  guaranteed 
by  their  own  manufacturers  rmder  their 
own  names  are  further  from  "$20  and  less" 
than  they  ever  were.  No  manufacturer  could 
make  them  and  no  dealer  sell  them  within 
artillery  distance  of  such  figures  and  remain 
in  business  six  months. 

If  the  newspaper  world  does  not  know  it 
the  several  hundreds  of  hard  headed  New 
England  Yankees  who  comprise  the  "co- 
operative bicycle  company"  do  know  it  and 
liuow  it  only  too  well. 


Cycle  Paths  a  Trade  Factor. 

Cycle  paths  and  sidepaths  were  outgrowths 
of  the  "boom"  of  the  late  nineties.  As  they 
had  their  origin  in  that  great  movement 
cycleward,  so  when  it  reached  its  culmina- 
tion anil  then  declined,  they,  too,  ceased  to 
progress. 

As  far  as  cycle  paths  are  concerned— mean- 
ing thereby  asphalt  strips  on  city  streets  and 
other  paths  in  or  near  cities— they  were  gen- 
erally of  an  enduring  character.  If  they  are 
not  so  much  used  now  as  formerly,  and  con- 
sequently are  not  the  object  of  solicitude  on 
the  part  of  the  authorities,  neither  do  they 
require  any  great  amount  of  attention.  Ten 
years  hence,  even  if  they  do  not  get  any- 
thing in  the  shape  of  repairs,  the  majority 
of  them  will  still  be  ridable.  Even  if  some- 
what the  worse  for  wear,  cyclists  will  be 
able  to  make  use  of  them. 

It  is  very  different  with  sidepaths,  as  the 
system  of  cycle  roadways  in  the  country 
districts  is  generally  termed.  They  are  of 
a,  much  more  ephemeral  character,  and  neg- 
lect will  inevitably  result  in  vastly  more 
harm— harm  that  will  fall  little  short  of  be- 
ing irreparable. 

At  first  thought  the  average  tradesman  will 
be  inclined  to  ask  what  great  difference  it 
will  make  if  these  paths  are  neglected  and 
allowed  to  travel  the  downward  path  to 
ruin.  Cycling  attained  an  unprecedented 
popularity  without  them;  why  should  they 
be  so  necessary  now  that  an  enormous 
shrinkage  has  taken  place  and  the  very  nat- 
ure of  riding  has  undergone  a  change  that 
falls  little  short  of  a  revolution? 

A  little  reflection,  however,  will  convince 
them  that  it  is  because  of  this  very  change 
that  the  subject  is  so  important. 

Cyclists  nowadays  are  much  more  easily 
daunted  than  of  yore.     Were  the  conditions 


28 


THE  BICYCLING  WORLD 


under  which  riding  must  be  pursued  the 
same  now  as  they  were  a  dozen  years  ago, 
many  would  give  it  up.  The  zest  for  cycling 
no  longer  increases  in  direct  ratio  with  the 
diflBculties  encountered.  Riders  now  want 
their  paths  smoothed  for  them,  and  if  this  is 
not  done  they  are  very  apt  to  come  to  the 
conclusion  that  it  is  too  hard  worli. 

It  is  a  fact  that  it  was  in  the  districts 
where  the  roads  were  worst  that  the  side- 
paths  flourished  most.  Given  a  bad  road 
and  an  enthusiastic  and  enterprising  class  of 
cyclists,  and  a  sidepath  was  the  almost  cer- 
tain outcome.  They  filled  a  want  then,  do 
so  now,  and  in  the  future  will  be  even  more 
important.  Consequently  their  upkeep  is  a 
very  important  matter. 

This  class  of  sidepaths,  being  of  less  en- 
during material  than  those  dubbed  cycle 
paths  in  cities,  cannot  be  neglected  with  im- 
punity. 

Grass  grows  up  and  obstructs  if  it  does 
not  hide  them;  heavy  rains  make  gullies  in 
them,  long  dry  spells  cause  the  sm-face  to 
loosen  and  wear  away;  unless  they  are  sepa- 
rated from  the  wagon  road  by  a  miniature 
ditch  or  other  means,  careless  or  malicious 
drivers  encroach  on  them  and  wreak  great 
damage;  even  stray  cattle  play  the  part  of 
vandals  and  help  on  the  ruin.- 

One  has  but  to  make  a  short  study  of 
the  average  sidepath,  usually  connecting 
towns  or  villages,  to  see  that  the  present  is 
a  crucial  time.  Enthusiasm  has  died  out  to 
a  very  great  extent,  and  the  maintenance  of 
the  sidepaths  is  frequently  felt  to  be  a  bur- 
den. The  question  is  frequently  asked.  Does 
it  pay?  or.  Is  it  worth  the  effort?  Even  if 
these  are  answered  in  the  affirmative,  it  is  a 
bad  sign  that  they  should  be  asked  at  all. 
It  is  much  worse  when  the  opposite  reply  is 
made. 

On  the  other  hand,  if  the  present  crisis  is 
passed  there  is  a  very  good  prospect  of  the 
utility,  even  the  necessity,  of  the  sidepaths 
being  recognized. 

Whether  for  business  or  pleasure,  this  util- 
ity is  undoubtedly  great.  Tlie  sight  of  cy- 
clists by  dozens  and  scores  speeding  along 
with  scarcely  an  effort,  free  from  the  dust 
or  mud  of  the  wagon  road,  removed  from 
contact  with  teams,  is  ample  proof  of  this. 
They  pass  at  all  hours  of  the  day,  but  the 
traffic  is  particularly  heavy  in  the  morning 
and  evening  hours.  People  going  to  and 
coming  from  work,  to  town  for  shopping  or 
marketing,  to  the  postofRce,  or  with  a  dozen 
other  objects  in  view,  make  use  of  the  paths. 

It  would  be  a  great  pity,  viewed  merely 
as  injuriously  affecting  the  trade,  if,  through 


a  feeling  of  apathy,  these  paths  should  be 
neglected  and  go  to  pieces.  Yet  there  are 
some  sections  where  there  is  grave  danger 
of  just  this  happening. 


Is  Germany  «•  Doctoring"  Statistics? 

On  previous  occasions  the  Bicycling  World 
has  remarked  the  several  hundredweight  of 
German  bicycles  which  annually  appear  in 
the  statistics  of  German  exports  as  having 
been  shipped  to  the. United  States.  The  item 
is  worthy  of  remark,  because  German  bi- 
cycles in  this  country  are  as  rare  as  white 
blackbirds. 

The  fact  led  us  to  make  an  effort  to  trace 
the  alleged  shipments  to  their  destinations. 
But  governmental  statistics  show  the  receipt 
of  no  such  imports,  and  inquiry  of  the  Treas- 
ury Department  failed  to  throw  any  light  on 
the  subject. 

The  effort  is  recalled  at  this  time  by  Ger- 
man statistics  that  indicate  that  Germany 
has  passed  the  United  States  in  the  volume 
of  cycle  exports  to  Great  Britain.  While 
our  trade  with  that  country  decreased  to 
the  extent  of  some  $50,000  in  the  year  end- 
ing with  June  last,  Germany's  (according  to 
German  records)  has  jumped  from  1,910 
cwts.  in  the  fii'st  seven  months  of  1900  to 
2,506  cwts.  in  the  corresponding  period  of 
the  current  year. 

As  the  bicycles  are  not  consigned  for  re- 
shipment,  the  Britons  have  begun  asking 
thejnselves  where  they  all  go.  So  good  an 
authority  as  the  Cycle  Trader  states  that  a 
German  bicycle  is  never  seen  on  an  Eng- 
lish road  or  in  an  English  store,  and  as  this 
exactly  parallels  our  experience  the  mystery 
of  the  German  exports  deepens. 

It  seems  almost  inconceivable  that  the  im- 
perial authorities  should  juggle  with  such 
figures,  but  the  situation  unmistakably  makes 
for  the  plain  question— Are  the  Germans 
faking? 

If  not,  where  the  deuce  do  those  German 
bicycles  go?  Is  it  possible  that  they  are  of 
the  Phantom  brand  and  that  the  spooks  ride 
them? 


He  Gets  tlie  Second  Ctiance. 

That  "chickens  come  home  to  roost"  we 
are  told  by  the  old  saw. 

If  wideawake  dealers  are  to  be  believed, 
purchasers  of  mail  order  house  bicycles  buy 
in  haste  and  repent  at  leisure.  After  a 
proper  period  of  repentance,  they,  too,  come 
home  to  roost.  In  other  words,  such  buy- 
ers come  in  the  second  place  where  they 
should  have  gone  in  the  first  place— to  the 
legitimate  bicycle  dealer. 


It  appears  to  be  almost  impossible  to 
"head  off"  any  one  who  contemplates  buy- 
ing a  mail  order  bicycle.  Primed  with  the 
mail  order  house  literature— poor  stuff 
though  it  is— they  resist  all  efforts  made  to 
shake  their  confidence  in  the  machines  put 
forth  by  such  concerns. 

Even  the  sight  of  bicycles  priced  as  low, 
or  nearly  as  low,  as  those  so  alluringly  set 
forth  in  the  mail  order  house's  advertise- 
ments, and  offered  by  the  home  dealer,  does 
not  avail  to  turn  him  from  his  purpose.  He 
is  under  a  spell,  and  either  can  not  or  will 
not  shake  it  off.  Only  after  he  has  acquired 
possession  of  the  wheel  does  disillusion  come. 

Then  it  is  that  the  dealer  can  make  his 
play. 

He  need  not  come  forward  with  "I-told- 
you-so's"  or  ill-concealed  smiles  of  satisfac- 
tion. On  the  contrary,  he  should  sympathize 
with  the  deluded  one,  point  out  why  the 
machine  failed  to  stand  up  or  run  properly, 
and  then  make  it  plain  why  the  cheap  bicycle 
is  the  poorest  possible  investment. 

When  this  has  been  done  the  way  is  open 
for  an  advance  all  along  the  line.  It  is  long 
odds  that  a  second  attempt  to  effect  a  sale 
will  be  more  successful. 


Tandem  Riding  Still  Popular. 

There  is  such  a  thing  as  proving  too  much. 
The  talk  about  the  decadence  of  the  tandem 
is  a  case  in  point.  Tandem  selling  long  ago 
went  to  the  dogs,  and  tandem  riding  has  fol- 
lowed in  its  footsteps.  The  tandem  has  al- 
most disappeared  from  view.  It  is  rarely 
seen  on  the  roads,  and  the  owners  of  such 
machines  would  sell  them  for  much  less 
than  the  proverbial  song.  Such,  at  least,  is 
the  story  that  is  told. 

Had  we  been  questioned  on  this  point  we 
would  undoubtedly  have  replied  offhand  that 
there  was  a  very  considerable  element  of 
truth  in  these  assertions.  But  a  recent  run 
changed  our  viewpoint.  Perhaps  it  was  be 
cause  we  were  tandem  mounted,  too,  that  we 
took  special  notice  of  others  similarly  situ- 
ated. 

At  any  rate,  the  result  was  startling.  More 
tandems  were  seen  than  we  would  have  be- 
lieved possible.  It  is  scarcely  an  exaggera- 
tion to  say  that  out  of  every  five  cycles  en- 
countered one  of  them  was  a  tandem.  In 
almost  every  case  the  front  rider  was  of  the 
fair  sex  and  the  machine  of  the  drop  frame 
front  variety.  It  was,  a  beautiful  Saturday 
afternoon,  and  there  was  no  lack  of  cyclists. 
That  the  proportion  of  tandems  should  have 
been  so  great  was  the  more  surprising  on 
that  account. 


THE  BICYCLING  WORLD 


29 


THE  THREE  OF  THEM 


The  Trio  Resposlble  for  Bellatnyizing  the 
New  England  Trade. 


It  is  no  secret  that  the  New  England  re- 
tail pool — officially  the  Equitable  Distribut- 
ing Co.— has  guessing  not  a  few  people  in 
the  trade. 

This  co-operative  corporation  of  dealers 
bent  on  buying  at  jobbers'  prices  has  not 
only  placed  the  jobber  on  his  mettle,  but  has 
presented  a  two  horned  dilemma  to  not  a  few 
manufacturers  who  "would  be  happy  with 
either  were  t'other  dear  charmer  away." 
Aside  from  this,  the  company  is  an  experi- 
ment of  far  reaching  interest  to  all  trades; 


gymnastics  he  succeeded  to  the  business  of 
Hill  &  Tolnian  in  18S9,  and  has  since  been  a 
figure  in  the  New  England  trade.  The  busi- 
ness, incidentally,  has  been  located  at  507 
Main  street  since  1877,  when  it  was  estab- 
lished there  by  its  predecessors. 

Arthur  Sidwell,  who  is  secretary,  and 
shares  with  Mr.  Brown  the  active  manage- 
ment, has  been  identified  with  the  trade  as 
far  bacli  as  most  men's  memories  run.  He 
was  "in  the  game"  before  he  left  England. 
He  was  among  the  earliest  dealers  in  Bos- 
ton, but  there  are  few  branches  of  the  busi- 
ness in  which  he  is  not  versed.  He  has  been 
dealer,  jobber,  inventor,  manufacturer,  trav- 
eller and  pretty  much  everything  else.  Few 
men  in  the  trade  are  better  linown.  He  is 
good  natured,  cordial  and  deservedly  well 
liked. 

Treasurer  Brown  is  not  so  widely  known, 


DeLONG'S  DEVELOPMENT 


Departs  From  Beaten  Paths  and  Produces 
Motor  Bicycle  of  Much  Originality. 


G.  E.  De  Long,  the  Pierce  agent  on  West 
One  Hundred  and  Twenty-fifth  street.  New 
York,  has  designed  a  motor  bicycle  quite 
out  of  the  common,  in  that  everything  save 
motor  and  mixer  is  concealed  within  the 
frame. 

Two-inch  tubing  is  employed,  the  top  tube 
being  made  to  contain  the  gasolene  and  the 
lower  one  the  battery  and  coil;  this  lower 
tube  is  secured  to  the  underside  of  the  bot- 
tom bracket,  and  the  end  being  left  open 
permits  the  easy  storage  of  the  battery  and 
coil.     The  franie  is  thus  free  of  all  impedi- 


LUD  C.  HAVENER. 


ARTHUR  SIDWELL. 


GEORGE  H.  BROWN. 


L 


its  success  may  exert  influence  none  can 
say  how  far  or  how  deep. 

This  application  of  the  "Bellamy  idea"  to 
the  cycle  trade  grew  out  of  the  heads  of 
three  men  who  have  grown  gray  or  are 
growing  gray  in  the  service  of  the  same 
trade— the  three  men  here  pictured— Lud  C. 
Havener,  of  Worcester,  and  Arthur  Sidwell 
and  George  H.  Brown,  of  Boston. 

While  many  were  refusing  to  accept  as 
serious  the  idea  of  an  organization  of  the 
sort,  they  refused  to  become  discouraged, 
and,  sticking  resolutely  to  the  task,  they 
brought  the  Equitable  Distributing  Co.  into 
corporate  being  with  a  dispatch  that  sur- 
prised not  a  few. 

Havener,  the  president,  is  a  long  headed 
chap  who  knows  the  value  of  a  dollar  and 
is  awake  to  an  opportunity.  He  has  made  a 
distinct  success  of  his  retail  and  jobbing 
business  in  Worcester,  and  for  several  years 
was  the  member  of  a  limited  and  private 
"pool"  which  co-operated  on  the  plan  of  the 
Equitable  Co.     From  being  a  professor  of 


but  he  does  not  lack  experience  or  acquaint- 
ance. His  connection  with  the  industry 
dates  back  some  ten  years,  and  as  the  buyer 
for  the  Elastic  Tip  Co.,  and  later  for  the 
United  Supply  Co.,  he  acquired  a  reputa- 
tion as  one  of  the  best  informed  sundry  and 
parts  men  in  New  England. 


Beauty  in  Full  Nickel. 

In  an  editorial  paragraph  two  weeks  ago 
the  Bicycling  World  commented  on  what  a 
striking  display  a  full-nickelled  motor  bicycle 
would  be.  Though  unknown  at  the  time, 
the  idea  had  been  anticipated  by  the  ever- 
enterprising  Wisconsin  Wheel  Works,  who 
had  under  way  at  that  time  this  very  thing. 
It  will  be  exhibited  at  the  approaching  Stan- 
ley Show,  in  England,  where  they  will  have 
an  extensive  exhibit.  The  Bicycling  World 
man  who  saw  it  can  attest  that  the  Wis- 
consin's full-nickelled  motor  bicycle  is  in- 
deed a  thing  of  beauty.  Everything  about  it 
is  nickelled — battery  box,  coil,  gasolene  tank, 
rims  and  all.  It  is  bound  to  attract  atten- 
tion wherever  it  may  go. 


menta,  and  while  the  large  tubing  appears 
odd  at  first  sight,  one  soon  grows  accus- 
tomed to  it.  The  motor  is  made  to  form  a 
part  of  the  seat  post  tube. 

A  further  feature  of  the  De  Long  machine 
is  a  remai-kably  ingenious  clutch  which  locks 
the  cranks  in  any  desired  position  and  yet 
unlocks  them  as  readily;  the  effect  is  to  af- 
ford the  rider  really  firm  foot  rests,  a  con- 
summation much  to  be  desired  on  a  motor 
bicycle,  on  which  the  rider  is  practically 
coasting  at  all  times.  De  Long  has  had  his 
machine  in  use  for  several  months,  and  it 
has  given  a  good  account  of  itself. 


Recent  Incorporation. 

^.Jersey  City,  N.  J.— The  Stein  Double 
Cushion  Tire  Co.,  with  $100,000  capital,  to 
manufacture  tires.  The  incorporators  are 
K.  K.  McLaren,  Evan  J.  Dudley  and  H.  S. 
Gould,  all  of  Jersey  City. 


Albert  E.  Marland,  a  Ware,  Mass.,  dealer, 
was  almost  instantly  killed  last  week  by 
the  bursting  of  his  shotgun  while  out  hunt- 
ing. 


30 


THE  BICYCUNG  WORLD 


(CoiuinueJ  from  page  23.) 

that  is  causing  some  eye  lifting.  Tlie  great- 
t'st  shriukagos  nppoar  in  the  items  of  "plant 
investment"  and  "merchandise  on  hand," 
but  both  are  offset  by  the  transferals  during 
the  yi'ar  of  six  plants  and  their  stuelis  to  tlie 
Aut(>mol)ile  and  Cycle  Parts  Co.  Similarly 
^4,('00,<)(H>  in  tlie  accounts  due  the  A.  B.  C. 
now  repre.'^ent  the  amounts  due  from  dealers 
and  .iol)l)eis  for  bicycles  only,  the  Parts  Co. 
liaving  talvcn  over  all  its  business  -with  man- 
ufacturers. 

Tlie  -n-uole  report,  hoAvever,  is  interesting 
if  not  enlightening,  and  with  the  figures  for 
llKMi  affords  comparisons  of  at  least  some 
value.  The  president's  report  and  the  finan- 
cial statements  for  both  years  follow: 

PRESIDENT'S    REPORT. 

Witli  this  second  annual  report  of  the  com- 
pany tlie  balance  and  profit  and  loss  sheets 
sultmitted  give  its  financial  condition. 

Starting  witli  twentj'-eight  bicycle  facto- 
ries, the  manufactm-e  of  bicycles  has  been 
gradually  concentrated  in  ten  factories  to 
meet  the  changing  conditions  of  the  busi- 
ness, also  to  reduce  the  cost  of  manufactur- 
ing. Each  year  there  has  been  a  concentra- 
tion of  selling  departments,  and  now  we  have 
arranged  three  general  sales  departments,  in 
New  York,  Chicago  and  San  Francisco,  re- 
spectively, each  one  of  which  will  sell  all 
our  makes  of  bicycles  in  its  own  territory. 
The  manufacturing  and  selling  of  bicycles 
will  be  under  the  direction  of  one  officer. 
With  the  adoption  of  this  new  policy  the 
greatest  economy  will  be  reached  and  a  sav- 
ing of  not  less  than  .');.'500,0<X)  assured.  The 
bicycle  Inisiness  of  1901  was  disappointing 
from  various  causes,  not  least  of  wliich  was 
the  stormy  weather  of  March,  April  and 
yi!\y.  which  had  the  distinction  of  being  the 
worst  recorded  since  the  establishment  of 
the  Government  "Weather  Bureau. 

Tlie  automobile  department  has  been  grad- 
ually develojiing,  and  is  now  on  a  profit  pay- 
ing basis.  Our  policy  was  not  to  offer  ve- 
hicles for  sale  until  we  could  produce  them 
as  good  as  or  better  than  others. 

At  onr  factory  in  Indianapolis  the  Waver- 
ley.  our  electric  automobile,  is  manufactured, 
and  tlie  adoption  of  the  Sperry  battery  for 
its  motive  power  has  placed  it  in  the  first 
rank  )f  its  type.  At  Toledo,  Ohio,  we  have 
the  largest  and  finest  automobile  factory  in 
the  world,  at  which  is  manufactured  our 
steam  automobile,  the  Toledo,  the  most  per- 
fect self-projielled  vehicle  of  its  type.  These 
automobiles  have  met  with  favor,  and  our 
product  of  both  types  is  now  about  fifty  per 
week  and  gradually  increasing.  The  gaso- 
lene tyjio  of  wagon  upon  whicli  we  have 
been  working  is  perfected  and  Avill  soon  be 
ready  for  the  market.  An  accepted  model 
of  the  electric  deliv(>i-y  wagon  is  completed, 
.■ind  in  the  next  lew  months  will  be  ready 
for  our  cusloiuers.  Steam  trucks  with  a 
carrying  capacity  of  four  tons  and  over  are 
being  built  on  orders  at  the  T'oledo  factory. 

The  Automobile  and  Cycle  Parts  Co.,  or- 
ganized and  taking  in  all  our  six  parts  fac- 
tories in  January  last,  is  proving  a  success 


and  is  already  upon  a  dividend  paying  basis. 

The  National  Battery  Co.,  owning  the 
Sperry  battery,  is  now  located  In  one  of  our 
Buffalo  factories,  which  had  been  discon- 
tinued as  a  bicycle  factory,  and  It  is  sufii- 
<  Uml  to  say  has  more  orders  and  contracts 
on  its  books  thiui  it  can  fill  in  the  next  six 
months. 

The  American  Wood  Rim  Co.,  to  which  we 
sold  our  wood  rim  plant  at  Plymouth,  Ind., 
and  in  w'hich  we  are  large  stockholders,  is 
in  fiourishing  condition,  and  paid  on  the  past 
year's  business  a  dividend  of  10  per  cent. 

The  Auto-Street  Sweeper  Co.,  in  which  we 
own  a  controlling  interest,  is  a  new  enter- 
prise, and  promises  to  be  a  profitable  one; 
the  manufacture  of  the  machine  will  give 
our  factories  ■  a  large  amount  of  work.     A 


Boston  Jobbers  Elect  Officers. 

At  the  aimual  meeting  of  tlie  Boston  Cycle 
Jobbers'  Association  held  on  Thursday  last 
the  following  officers  were  elected:  Presi- 
dent, D.  R.  Harvey,  of  the  Iver  Johnson 
Sporting  Goods  Co.;  treasurer,  J.  W.  Forbes, 
of  Bigelow-Dowse  Co.,  secretary,  Will  S.  At- 
well,  of  William  Read  &  Sons. 

Of  course,  the  recent  organization  of  the 
New-England  retail  pool  and  its  bearing  on 
the  trade  was  discussed  at  the  meeting,  but 
no  direct  expressions  of  opinion  are  avail- 
able for  publication.  The  nearest  approach 
to  one  is  made  by  President  Harvey. 

"Despite  reports  to  the  contrary,"  he  says, 
"the  Boston  Jobliers'  Association  will  not 
only  continue  in  business,  but  will  meet  all 
legitimate  competition." 


STATEMENT     OF     CONDITION,     AUGUST     1,     1901. 
ASSETS. 

Plant  investment $28,546,851.30 

I  ASS  depreciation 979,026.89 

Cash 380,766.02 

Accounts  and  notes  receivable 3,934,153.23 

Investments  in  securities .3,843,535.05 

Merchandise  on  hand 3,948,440.91 

I'liexpired   insurance,  etc 53.786.65 

LiIABILITIES. 

1  )el)entures    .tHO.OOO.OOO'OO 

Less  retired  March,  1901 500,000.00 

9..500,OtX).00 

Preferred   stock 10,000,000.00 

Less  unlisted  (in  treasury) 705,100.00 

■    9,204,900.00 

Coiiiiuon    stock 20,000,000.00 

Less  unlisted  (in  treasurj-) 2.298,500.00 

—— 17,701,500.00 

.136,496,400.00 

Accounts  aud  notes  payable 2,245,843.97 

Factory  bonds  and  mortgages 30.000.0(j 

Surplus:    Balance  at  credit  of  profit  and  loss 

.iccount  July  31.  1901,  after  paying  interest 

on  bonds 956,262.30 

PROFIT   AND   LOSS    ACCOUNT. 

Pi'oflts.  current  year  product -1850,682.59 

Piortts,  ten  months  to  August  1,  1900 855,579.71 

$1,706,262.30 
Less:  Paid  interest  on  bonds,  current  fiscal  year $500,000.00 
Paid  interest  maturing  during  ten  months  of 

fiscal  year  August  1,  1900 2.')O,0OO.O0 

750,000.00 

Snriilus.  as  above $956,262.30 


27,567,824.41 


12,160,681.86 
$39,728,506.27 


$39,728,506.27 


perfected  model  is  now  being  completed  at 
Toledo. 

This  accumulation  of  industries  will,  it  is 
expected,  fill  our  factories  with  work  and 
distribute  the  expenses  necessary  to  operate 
them  over  a  greater  field,  enabling  us  to 
produce  all  our  manufacturing  with  much 
greater  economy. 

Several  of  the  factories  discontinued  as 
bicycle  factories  have  been  utilized  for  the 
luaiiufacture  of  automobiles  and  batteries; 
(lie  balance  have  been  sold  or  rented,  so  that 
a  I  the  present  time  Ave  liave  but  one  factory 
that  is  standing  unoccupied  and  idle. 

With  concentration  in  manufacturing  and 
selling,  and  with  the  addition  of  other  indus- 
tries, we  believe  the  business  of  another  year 
Avill  result  in  profits  that  will  be  satisfactory 
to  the  stockholders  of  the  company. 


As  to  Hub  Sizes. 

Even  with  the  present  well  known  aversion 
to  making  constructional  changes,  the  latter 
crop  up  occasionally.  For  several  years 
there  has  l)een  a  tendency  to  get  away  from 
the  extremely  large  barrel  hubs  formerly  so 
popular,  and  it  has  now  gone  so  far  that 
there  are  on  the  market  a  number  of  ma- 
chines fitted  Avith  the  old  style  hubs,  Avith 
very  small  centres.  NotAvithstanding  this, 
they  attract  little  attention.  Th/e  difference 
between  them  and  the  barrel  hubs  is  no 
longer  so  grivit  as  to  fix  attention  on  them. 


"llow  to  Drive  a  Motocycle."  See  "Moto- 
<y(les  and  How  to  Manage  Them."  $1.  The 
c.wHlman  Co.,  Box  649,  New  York.  ••• 


THE  BICYCUNG  WORLD 


31 


REACHING  A  DECISION 


English  Trade  Seems  Finally  to  be  Real- 
izing That  Motocycles  are  Cycles. 


London,  Sept.  25. — The  reports  which  have 
been  published  regarding  the  meeting  which 
was  held  last  week  between  some  representa- 
tives of  tlie  Cycle  Trades'  Protection  Asso- 
ciation and  members  of  the  motor  trade  have 
been  more  or  less  eagerly  discussed  this 
week. 

The  hint  thrown  out  to  the  association  to 
the  effect  that  that  body  should  look  after 
the  interests  of  the  motocycle  industry,  but 


per  se,  but  wish  to  try  motoring."  There  is 
.•I  great  deal  in  this  contention,  and  it  really 
seems  to  me  that  the  attempt  of  the  Cycle 
Trades'  Protection  Association  to  enroll  the 
general  motor  car  trade  as  a  pai-t  of  it  is 
open  to  serious  objection.  It  is  just  the 
same  with  those  cycling  papers  liere  which 
attempt  to  deal  witli  motor  ear  questions,  in- 
stead of  sticking  to  the  motocycle  only  in 
their  motor  sections.  What  is  the  use  of  a 
cycling  journal  giving  details  of  some  huge 
racing  car  which  is  totally  beyond  the  reach 
of  at  least  99  per  cent  of  its  readers  ? 

Again,  there  is  the  question  of  the  shows. 
With  regard  to  the  motor  show  it  may  be 
pointed  out  that  motocycles  never  have  much 


STATEMENT     OF     CONDITION.     AUGUST     1,     1900. 

QUICK     CAPITAL. 

ASSETS. 

Cash $1,072,881.84 

Accounts  and  notes  receivable 4,432,987.03 

Investments  in  securities,  at  actual  value  on  August  1,  1900 4,004,700.00 

(These  investments  produce  an  annual  income  of  $256,475.) 
Merchandise  on  hand,  including  finished  product,  raw  material  and  supplies.     5,815,008.07 
Unexpired  iusurance 44,537.70 


Total  quick  a.ssets $1.5,370,114.64 

LIABILITIES. 

Accounts  and  notes  payable .$3,280,619.64 

It'actory,  bonds  and  mortgages— 

Previous  to  consolidation $198,457.22  "  ^ 

Less  paid  since  September  1,  1899 77,4.'>7.22 

$121,000.00 

$3,401,619.64 


Net  quid;  assets $11,968,495.00 

BALANCE     SHEET. 
ASSETS. 

Net  quick  assets $11,968,495.00 

Plant  investment — 

Per  statement  dated  October  1,  1899 $31,502,760.89 

Less  miscellaneous  sales  of  factories  and  macliinery  closed 

out  since  October  1,  1899 334,745.61 


$31,168,015.28 
Less  depreciation 1,108,015.28 


LIABILITIES. 
I  >ebentures— .5  per  cent,  due  September  1,  1919,  in  bonds  of 

$1,000  each,  at  par $10,000,000.00 

Preferred  stock— Cumulative,  7  per  cent,  in  shares  of  $100 

each,  at  par. 10,000,000.00 

Common  stock,  in  shares  of  $100  each,  at  par 20,000,000.00 


SURPLUS    ACCOUNT. 

Balance $1,362,915.29 

Net  profit,  ten  months  ending  July  31,  1900,  after  paying  in- 
terest on  bonds : 605,579.71 


$30,000,000.00 
.$41,968,495.00 


$40,000,000.00 


$1,968,495.00 
.$41,968,495.00 


leave  the  general  motor  trade  alone,  has 
been  greatly  talked  over,  and  I  gather  from 
conversations  I  have  had  with  men  in  both 
trades  that  this  I'ecommendation  is  looked 
upon  as  the  solution  of  what  may  prove  a 
complete  deadloclv. 

As  one  of  the  principal  men  in  the  London 
motor  trade  said  tliis  morning:  "The  motor 
car  business  is  conducted  on  totally  differ- 
ent lines  from  those  of  the  cycle  trade,  and 
it  is  perfectly  distinct;  the  motocycle  busi- 
ness follows  nmch  more  closel.y  upon  the 
cycle  trade  methods  of  business.  It  appeals 
more  directly  to  men  who  have  in  the  past 
been  cyclists,  and  Avho  are  even  now  cyclists 


chance  of  attracting  attention  at  such  an 
exhibition.  The  larger  cars  entirely  out- 
weigh the  motocycles  in  importance,  and  the 
public  who  come  in  out  of  curiosity  do  not 
give  the  motocycles  mucli  of  their  time  when 
the  attractions  of  the  larger  cars  intervene. 
Nor  can  this  be  wondered  at.  On  the  other 
liand,  the  motocycle  as  a  part  of  a  cycle 
show  stands  out  well,  and  at  once  attracts 
attention.  I  cannot  under.stand  any  moto- 
cycle maker  exhibiting  at  an  autocar  exhibi- 
tion in  preference  to  a  cycle  show,  providing 
tliat  lie  can  obtain  space  at  the  latter. 

This    appears    to    me  to   be   the   state    of 
affairs  here  between  the  two,  or  perhaps  I 


Hiiglit  almost  say  three,  trades,  and  I  have! 
only  referred  to  it  at  this  length  because  it 
occni's  to  me  that  just  tliis  same  state  of 
things  may  be  reached  in  your  country  at 
any  time.  The  cycle  and  the  motocycle 
trades  have  much  in  common;  but  the  motor 
trade,  regarded  from  the  point  of  view  of 
the  manufacturer^  of  large  cars,  is  more  or 
less  distinct. 

A  defect  in  the  design  of  many  motors, 
particularly  of  the  De  Dion  type,  is  to  be 
found  in  the  fact  tliat  the  passage  from  the 
combustion  chamber  into  the  cylinder  pre- 
sents a  large  opening.  So  long  as  all  goes 
well  with  the  valves  this  may  be  no  disad- 
vantage, but  a  day  may  come.  Last  week 
I  was  riding  a  motor  tricycle,  when  without 
the  slightest  warning  there  was  a  crash. 
At  first  I  thought  that  the  motor  axle  had 
snapped,  but  I  found  that  all  the  compres- 
sior»  had  gone,  so  I  quickly  located  the  seat 
of  the  mischief  as  the  inlet  valve.  I  took 
tliis  out  and  found  that  the  head  had  been 
torn  ;iway  from  the  stem  and  dropped  into 
the  cylinder.  This  meant  taking  out  the 
pistcm,  and  this  I  proceeded  to  do,  cheerily 
remarking  to  a  friend  that  I  should  be  on 
my  way  again  in  half  an  hour,  as  I  had 
another  inlet  valve  with  me.  But  on  taking 
oft"  tlie  cylinder  I  found  that  the  valve  head 
had  fallen  crosswise  at  tlie  moment  that  the 
piston  was  rising,  and  had  become  nipped 
.between  the  latter  and  the  top  of  the  cylin- 
der. Tlie  result  was  that  the  head  of  the 
piston  was  broken,  a  large  hole  having  been 
knocked  in  it.  As  I  was  miles  from  any 
place  wliore  a  new  piston  could  be  procured, 
I  had  to  search  for  a  good  cycle  engineer. 
I  got  him  to  turn  off  a  portion  of  the  piston 
head  and  fit  on  a  thin  plate  of  steel,  which 
we  riveted  to  the  broken  parts.  We  then 
brazed  the  piston  and  finally  turned  up  the 
new  head  after  some  difficulty  in  chucking 
the  work— English  lathes  and  chucks  are 
commonly  built  on  the  how-not-to-do-it  style. 
This  took  some  hours,  as  may  be  imagined, 
l)ut  the  work  is  all  right,  and  the  only  thing 
is  that  should  a  similar  accident  occur  again 
the  valve  will  most  likely  knock  a  hole  in 
tlie  cylinder  head,  as  I  am  sure  the  steel 
plate  on  that  of  the  piston  will  stand.  If  a 
couple  of  thin  bars  to  form  a  cage  were  left 
in  the  casting  between  the  combustion  cham- 
ber and  the  cylinder  this  danger  would  be 
entirely  averted. 


Longevity  of  Bicycles. 

Talk  about  the  short  life  of  the  bicycle! 
We  saw  one  the  other  day  that  was  of  the 
1891  vintage— just  a  decade  old.  It  was  a 
Columbia,  the  first  diamond  frame  machine 
put  out  by  the  Hartford'  firm,  and  had 
originally  been  fitted  with  either  solid  or 
cushion  tires.  These  had  long  since  been 
taken  bflf,  and  air  tires  substituted,  but  steel 
rims  had  gone  along  with  them,  the  change 
having  evidently  been  made  in  the  pre- 
wood  rim  era.  The  machine  did  not  look  as 
archaic  as  its  age  would  lead  one  to  sup- 
pose. To  all  appearances  it  was  good  for 
many  seasons  more  of  service. 


32 


THE  BICYCLING  WORLL 


When  in  doubt,  take  the  safe  course 


^ 


■S-- 


WHEN  COASTER=BRAKES  ARE  CONCERNED 

the  safe  course  is  the  Morrow  Course — the  Morrow  brake.  It  is  the  only  one  which 
is  beyond  doubt  or  doubtingf. 

WHEN  YOU  ASK  YOURSELF, 

or  are  asked,  **  Is  it  as  good  as  a  Morrow  ?  —  and  it  is  rare  that  the  question  does 
not  occur  —  the  question  implies  doubt.  Then  is  the  time  to  take  the  safe  course. 
Then  is  the  time  to  refuse  to  be  persuaded  off  the  Morrow  course. 

THE  NEW  MORROW  IS  READY  AND  TRAVELERS  ARE  OUT. 

The  one  is  well  worth  seeing; ;  the  others  well  worth  listening  to.  They  have  a 
tale  to  tell  that  is  full  of  dollars  and  sense. 


ECLIPSE  HANUFACTURINQ  COMPANY,  Elmira,  N.  Y. 


THE  ONLY  FLUSH  SEAT  POST. 


ALL 


STYLES 

LENGTHS  OF  STEMS 

LENGTHS  OF  TOP  BARS 

GOOD  SEAT  POSTS 


ARE  MANUFACTURED  BY  US. 


Send  for  our  Catalog. 

THE  STANDARD  WELDING  CO.,  CLEVELAND,  OHIO. 


ew  York  Of^^ce    94  Reade  Street. 


THE  BICYCUNG  WORLD 


33 


BUSINESS  BROADENS 


How  one  Dealer  Reaches  out  and  Makes 
5ales  to  new  Customers. 


"Oh,  I  can't  say  that  I  have  any  cause  to 
complain  of  the  season,"  said  a  dealer  in  a 
town  of  moderate  size  to  the  Bicycling 
World  man  recently. 

"The  rainy  weather  hurt  me  a  little,  of 
course,"  he  continued,  "but  with  that  excep- 
tion I  have  done  very  well.  I  have  sold 
about  a  hundred  new  wheels,  and  my  repair- 
ing and  sundry  trade  has  been  more  than 
sufficient  to  pay  my  running  expenses.  So, 
you  see,  although  I  have  not  made  enough 
to  retire,  still  there  has  been  a  fair  living 
in  jt  for  me.  That's  about  all  a  man  can  ex- 
pect nowadays  in  the  bicycle  business. 

"You  see,  my  trade  has  changed  around  a 
great  deal.  The  class  of  people  that  used  to 
buy  bicycles  is  in  a  very  decided  minority 
now;  indeed,  with  me  it  has  almost  disap- 
peared. My  sales  are  made  to  an  entirely 
different  class,  and  my  business  relations 
with  the  latter  are  much  more  satisfactory 
than  in  former  years. 

"Here  is  a  case  that  will  illustrate  my 
meaning.  Among  the  score  or  more  of  New 
York  business  men  who  have  their  summer 
homes  near  here,  and  who  are  nearly  all  my 
very  good  customers,  is  one  to  whom  I  have 
sold  two  machines  this  season.  That  is  not 
remarkable,  you  will  say,  but  when  I  tell 
you  that  he  is  a  man  who  does  not  ride 
himself  and  who,  during  the  height  of  the 
cycling  "boom"  absolutely  detested  bicycles 
and  their  riders  and  would  have  nothing  to 
do  with  thera,  j-ou  will  admit  that  it  is  a 
little  different. 

"It  is,  indeed,  a  remarkable  change  of 
front,  and  the  reason  for  it  will  explain  just 
the  point  I  wish  to  make.  It  is  for  that 
reason  that  I  cite  it. 

"The  gentleman  lives  two  miles  from  here 
and  a  trifle  over  a  mile  from  a  village  on 
the  other  side  of  him.  His  postofEce  is  at 
the  latter  place,  his  railroad  station  here. 
The  marketing  and  shopping  for  the  house- 
hold are  also  done  here.  Thus,  you  will  see, 
there  is  necessitated  a  great  deal  of  travel 
between  the  two  places. 

"Two  or  three  years  ago  if  I  had  sug- 
gested to  him  that  the  best  and  handiest 
method  of  covering  these  two  points  was  by 
bicycle  he  would  have  laughed  in  my  face — 
that  is,  if  he  had  not  become  angry.  But 
early  this  season  I  approached  him  diplo- 
matically and  finally  induced  him  to  pur- 
chase a  bicycle  for  his  man  to  use.  As  I 
knew  would  be  the  case,  it  proved  to  be  a 
great  deal  easier  for  the  latter  to  jump  on 
the  wheel  and  go  down  to  the  postofflce  for 
the  mail,  or  to  come  up  here  and  execute 
some  of  the  numerous  commissions  found 
necessary,  than  to  hitch  up  a  horse  and 
drive.  Besides,  it  left  the  horses  fresh  for 
the  use  of  the  owner  and  his  family. 

"Well,  it  goft  so  that  there  was  never  a 


clear  day  that  the  machine  was  not  in  use. 
Sometimes  a  half  dozen  trips  would  be 
made  to  the  two  places,  and  both  the  master 
and  the  man  were  highly  pleased  with  it. 
To-day  the  former  would  not  be  without  it 
for  fourfold  the  money  it  cost. 

"As  this  scheme  worked  so  excellently,  I 
determined  to  try  another  that  I  thought 
would  turn  out  almost  as  well.  This  was 
nothing  less  than  to  sell  my  customer  a  sec- 
ond wheel,  this  time  for  the  use  of  his 
guests. 

"He  entertained  a  great  deal,  and  young 
people  were  usually  in  the  party.  Time 
sometimes  hung  heavy  on  their  hands  and 
they  pined  for  something  to  do.  Once  or 
twice  I  noticed  them  coming  to  town  on  the 
machine  that  had  been  purchased  for  the 
use  of  the  coachman.  I  had  a  little  talk 
with  the  latter  and  found  that  good  use  was 
being  made  of  the  machine;  in  faot,  on  more 
than  one  occasion  when  he  had  really  needed 
it  some  one  of  the  guests  had  it  out. 

"It  did  not  take  me  long  after  this  hint 
to  make  my  play.  I  foimd  my  customer  in 
a  much  more  favorable  mood  than  on  the 
former  occasion.  Indeed,  he  admitted,  as 
soon  as  I  suggested  it,  that  it  would  be  a 
good  idea  to  have  another  wheel  about  the 
place,  that  he  had  thought  of  such  a  thing. 
This  being  so,  it  did  not  take  me  long  to 
strike  a  bargain  with  him,  and  that  after- 
noon I  sent  the  new  machine  down. 

"I'm  not  done  with  this  particular  cus- 
tomer, either,"  he  said  in  conclusion.  "Next 
season  I  shall  try  him  on  putting  in  a  drop 
frame  wheel  for  ladies'  use.  I  think  I  can 
convince  him  of  the  desirability  of  such  a 
purchase,  too.  It  is  by  such  work  as  this 
that  my  sales  keep  up.  I  am  doing  this  sort 
of  thing  all  over  this  section  of  the  country." 


TRADE  DETERRENTS 


How  bad  Streets  Hurt  City  Trade— Boston 
as  an  Example. 


Tale  of  a  Tag. 

One  of  the  newest  advertising  dodges  is 
the  mailing  of  an  addressed  tag  to  which  a 
string  adheres.  The  merchant  who  receives 
it  promptl3'  assumes  that  the  package  to 
which  it  had  been  attached  had  become  lost, 
and  is  undeceived  iintil  on  the  reverse  of 
the  tag  he  reads  this  inscription  printed  in 
fine  type: 

"No,  there  wasn't  anything  else  sent.  This 
is  all.  But  it  is  not  our  fault.  You  should 
know  by  this  time  that  we  would  like  to 
send  you  something  attached  to  a  tag  by 
mail,  express  or  freight.  Now  we  have  at- 
tracted your  attention,  may  we  ask  you  to 
look  over  our  specimen  book,  etc.?  No  time 
like  tlie  present,  you  know." 


Biddle  Makes  a  Change. 

E.  G.  Biddle,  formerly  assistant  manager 
of  the  sundry  department  of  the  Pope  Mfg. 
Co.,  has  joined  the  Post  &  Lester  Co.  staff 
at  Hartford,  Conn. ;  he  will  be  connected  with 
their  bicycle  sundry  department. 


To  Drill  Hard  Steel. 

Use  turpentine  instead  of  oil  when  drilling 
hard  steel.  It  wiU  then  drill  readily,  when 
oil  would  be  of  no  effect 


There  are  dealers  and  dealers,  just  as 
there  are  towns  and  towns.  In  some  of  the 
latter  the  cycle  business  has  gone  to  the 
dogs,  while  in  others  it  is  still  in  a  pros- 
perous condition,  with  but  little  signs  of  a 
falling  off. 

In  conversation  recently  with  a  well  known 
tradesman,  the  Bicycling  World  man  touched 
upon  this  great  dissimilarity  in  different 
places.  The  former  had  an  explanation  to 
offer.    His  theory  was  as  follows: 

"It  nearly  all  depends  on  the  laying  out  of 
the  city  or  town,"  he  said.  "For  example, 
there  is  Boston,  which  is  one  of  the  deadest 
towns  as  far  as  cycling  is  concerned  that 
can  be  found.  To  my  mind  it  is  all  due  to 
the  fact  that  the  business  portion  is  not 
adapted  to  bicycle  riding.  In  the  suburbs 
—and  Boston's  suburbs  are,  of  course,  world- 
famous— people  still  ride  and  will  continue 
to  do  so.  And  why?  Simply  because  wide 
streets  and  roads,  with  smooth,  well  kept 
surfaces,  invite  them  to  do  so. 

"But  when  you  come  to  Boston  proper  a 
very  different  proposition  confronts  you. 
Who— except  some  crank— would  think  of 
riding  along  Washington  street?  That  is  an 
extreme  instance,  of  course,  but  there  are 
dozens  of  other  streets  that  are  only  a  little 
less  suitable  for  the  purpose. 

"A  business  section  with  narrow,  crooked, 
crowded  and  poorly  surfaced  streets  form 
an  almost  impassable  barrier.  It  was  only 
when  the  bicycle  was  a  novelty,  when  en- 
thusiasm ran  high,  that  this  natural  law 
was  set  at  naught.  There's  no  fun  in  dodg- 
ing teams,  in  moving  at  a  snail's  pace,  in 
being  blocked  by  street  cars,  stopped  by 
pedestrians  and  jolted  by  crossing  car  tracks 
and  riding  over  rutty  Belgian  blocks.  A  cer- 
tain amoimt  of  this  is  enough  for  even  the 
most  ardent  follower  of  the  cycle.  Sooner 
or  later  he  is  certain  to  come  to  the  end. 

"But  there  are  cities  where  just  the  oppo- 
site conditions  pi-evail.  Why,  it  positively 
makes  me  turn  sick  with  envy  when  I  look 
at  some  of  these  and  compare  their  cycle- 
thronged  streets— right  in  the  heart  of  the 
business  section,  too— with  the  deserted  ones 
in  Boston. 

"I  may  be  mistaken,  but  it  always  seems 
to  me  that  in  such  places  the  dealers  have 
only  to  reach  out  and  take  the  trade  that 
offers  itself.  There  is  no  particular  energy 
required  on  their  part.  The  business  is 
there,  and  it  would  be  their  fault  if  they  did 
not  get  it.  Of  course,  if  they  are  no  good  at 
all,  the  favorable  nature  of  their  position 
will  not  do  them  any  good.  They  will  'fall 
down'  completey;  almost  as  bad,  in  fact,  as 
do  the  dealers  in  such  cities  as  Boston. 

"But  it  is  not  often  that  this  happens. 
There  are  few  dealers  who  can  compel  busi- 
ness, of  course;  but,  on  the  other  hand,  mosit 
of  them  can  grasp  it  when  it  is  within  their 
reach." 


34 


THE  BICYCLING  WORLD 


WE  ARE  EXCLUSIVELY 


MANUFACTURERS  OF  TIRES. 


Our  efforts  are  concentrated  in  the 
endeavor  to  produce  the  highest 
grade  articles  that  can  be  produced. 


The  most  successful  types  now 
for  particular  people  who  desire 
The  Best  are  these  two : — 


HARTFORD 


DUNLOP 


SINGLE  TUBE 


DETACHABLE 


TIRES. 
TIRES. 


WE   MANUFACTURE  AND  SELL  THEM    BOTH 


AMn  D|r|y|C|U||lCD  We  could  never  have  built  such  an  enormous  business  as  we 
MIlU  lldfldflDdl  have  to-day  had  we  not  made  each  pair  of  tires  as  if  our  very  rep- 
utation depended  upon  their  quality. 


THE  HARTFORD  RUBBER  WORKS  CO.,  hartford,  conn 

BRANCHES: 

Boston.  New  York.  Philadelphia.  Washington.  Buffalo.  Cleveland. 

Detroit.  Chicago.  Minneapolis.  Denver.  San  Francisco. 


THE  BICYCLING  WORLD 


35 


FRIEDENSTEIN'S  WAY 


How  the  Wide-Awake  Jobber  Disposes  of 
American  Goods  Abroad. 


Times  change  and  wise  merchants  change 
witli  them. 

It  is  not  so  many  years  ago  that  the  bal- 
ance of  trade  with  this  country— in  the  cycle 
business,  at  least—was  altogether  in  favor 
of  Great  Britain.  Tliere  was  a  steady  stream 
of  goods  passing  through  the  Custom  House 
here — complete  bicycles,  parts  and  sundries 
of  all  kinds — and  notwithstanding  the  45  per 
cent  duty  they  had  to  pay,  buyers  were  found 
for  all  of  them. 

In  the  fulness  of  time  the  tide  turned  and 
began  to  run  in  the  other  direction.  It  was 
history  repeating  itself,  and  there  is  very 
little  difference  to  be  chronicled.  The  same 
variety  of  articles  crossed  the  ocean,  only 
this  time  they  bore  the  stamp  of  American 
instead  of  British  individuality.  Buyers 
were  found^without  trouble  at  first,  and 
then  with  some  difficulty. 

Among  the  most  enterprising  concerns  en- 
gaged in  the  importation  of  British  goods 
was  the  Anglo-American  Iron  and  Metal  Co. 
Its  presiding  genius  was  "Joe"  Friedenstein, 
whose  name  was  a  synonyme  for  energy,  and 
wlio  disposed  of  a  huge  amount  of  goods. 
The  changing  conditions  of  the  trade  were 
not  lost  on  the  wideawake  "Joe,"  and  in  tlie 
coiu'se  of  time  he  became  convinced  that  a 
change  of  front  was  necessary,  and  lost 
little  time  in  making  it.  Consequently  he 
cliauged  his  base  from  New  York  to  London, 
and  undertook  to  siipply  tlie  British  people 
with  American  made  goods. 

His  plan  of  operations  is  very  far  removed 
from  the  ordinary.  As  explained  to  the  Cj'cle 
Trader,  it  is  as  follows: 

"Yes,  it  is  quite  true  that  we  are  not  jet 
quite  understood  eitlier  by  the  retailer  or, 
for  the  matter  of  that,  by  some  of  the  factors. 
It  is  equally  true  that  Me  liave  eight  travel- 
lers spending  the  whole  of  their  time  doing 
missionary  work  among  the  retailers  of  this 
countrj^  and  yet  we  do  not  sell  a  penny- 
worth of  goods  to  any  of  them! 

"You  look  surprised.  Then  I  will  explain. 
The  South  British  Trading  Co.  does  an  ex- 
clusively agency  business.  We  represent 
about  thirtj'  American  manufacturing  firms, 
all  of  whom  have  some  specialty  of  one 
sort  or  another,  and  all  of  whom,  in  our 
opinion,  have  something  worth  selling  in 
this  country.  Look  around  here  and  see 
what  we  have  got.  Well,  our  travellers  are 
around  all  the  time  showing  samples  of  these 
various  goods  to  possible  buyers  in  England, 
Scotland,  Wales  and  Ireland,  and  I  am  just 
off  to  the  Continent  to  do  a  very  thorough 
European  tour.  And  yet  we  do  not  sell  a 
pennyworth  to  the  retailer. 

"How,  then,  do  we  do  it?    Every  order  we 

receive  we  turn  over  to  some  factor  to  whom 

we  .have  sold   some  of  our  goods  in  bulk. 

/J'he. goods  our  travellers  have  sold  are  at  a 


fixed  price,  always  allowing  a  recognized 
discount  which  enables  the  factor  to  sell  our 
principals'  goods  at  a  satisfactory  profit. 

"You  see,  it  is  another  variation  of  the 
prices  maintenance  scheme.  Those  factors 
who  are  our  clients  know  perfectly  well  that 
our  travellers  sell  at  prices  which  will  en- 
able them  to  supply  the  goods  at  a  reason- 
able profit,  while,  upon  the  other  hand,  the 
factors  agree  with  us  to  sell  at  certain  speci- 
fied prices  and  rates  of  discount. 

"It  all  works  like  a  machine,  you  see. 
A^'lien  one  of  om-  travellers  has  shown  his 

Not  Lilce  Other  Chainlesses. 

The  Wadmaii  Cycle  Co.,  Utica,  N.  Y.,  wlio 
several  months  since  promised  a  departure 
in  chainless  bicycles,  have  just  placed  their 
perfected  product  on  the  market— tlie  Regina, 
it  will  be  styled.  Its  construction  is  well 
shown  by  the  accompanying  illustration. 

Tlie  advantages  claimed  are  best  sum- 
marized as  follows:  Simplicity,  but  two  spur 
gears  being  emploj'ed;  greater  power  with 


less  exertion,  the  power  being  transmitted 
direct,  the  foot  traversing  the  most  powerful 
two-fifths  of  the  circle  only;  less  knee  mo- 
tion, than  with  other  wheels,  owing  to  the 
oscillating-  motion  of  the  pedals;  the  rider 
is  brouglit  more  directly  over  his  work, 
wliifli.  with  the  long  cranks,  gives  addi- 
tional power  and  more  complete  control  of 
tlie  wheel. 

It  is  further  claimed  tliat  it  is  impossible 
to  get  the  gears  out  of  line,  as  they  are  both 
firmly ,held  in  a  single  steel  forging;  that  all 
points  of  contact  are  ball  bearing  and  easily 
adjusted;  that  there  is  no  lost  motion  or  back 
lash. 

goods  the  retailer  w'ill  want  perhaps  to  make 
up  a  sample  order.  So  said,  so  done.  Then 
our  traveller  produces  a  list  of  factors,  and 
it  is  ten  to  one  that  the  customer  is  in  the 
habit  of  dealing  with  one  or  other  of  them. 
The  next  thing  is  for  the  customer  to  decide 
through  what  factor  the  goods  shall  be  de- 
livered. Tlie  order  may  go  complete  through 
one  factor,  or  it  may  be  distributed  among 
two  or  three. 

"On  the  order  sheets  which  come  in  from 
our  travellers  provision  is  always  made  for 
stating  the  names  of  the  factors  who  are  to 
do  the  business.  When  we  receive  the  orders 
every  morning  we  always  turn  them  over 
to  tlie  factors  specified  on  the  order  sheets. 
Sometimes  no  factor  is  specified,  in  which 
case,  I  am  sorry  to  say,  the  order  remains 
upon  our  books  waiting  for  the  time  when 


either  the  factor  will  change  his  mind  or 
some  other  factor  will  come  along. 

•"  'Very  pretty,'  you  say,  'but  where  do  we 
come  in?'  We  come  in  when  the  accounts 
are  made  up  by  our  principals.  We  will  not 
undertake  to  sell  any  goods  in  this  country 
unless  we  Have  the  exclusive  agency,  so 
that  our  commission  is  secure  at  the  end 
when  the  books  are  made  up,  and  the  full 
extent  of  the  British  business  is  disclosed. 

'"Yes,  it  works  out  excellently.  The  fac- 
tors are  pleased;  our  principals  are  pleased, 
for  they  get  their  cash  promptly;  we  are 
pleased,  for  we  get  our  commission;  the  re- 
tailer is  pleased,  because  he  has  not  to  open 
up  new  accounts;  our  travellers  are  pleased, 
because  thej-  have  something  novel  to  talk 
about,  and  a  good  talking  line  is  half  a 
battle,  as  you  know, 

"It  is  cui-ious,  certainly,  that  every  now 
and  again  a  factor  will  refuse  to  execute 
an  order,  even  when  the  customer  is  worth 
the  credit.  The  other  day  I  handed  an  order 
over  to  a  firm  of  merchants.  It  was  refused, 
for  the  curious  reason  that  they  did  not  do 
business  in  that  part  of  the  country.  Queer, 
isn't  it?  I  never  heard  of  an  American  firm 
refusing  orders  on  those  grounds.  However, 
every  firm  knows  its  own  business  best,  al- 
tl.ough  sometimes  they  liave  little  idiosyn- 
crasies wliiel)  would  malie  you  smile. 

"Yes,  I  like  doing  business  Avith  Engiish- 
iiu'ii:  and  Englishmen  liave  a  growing  predi- 
hntiou  for  American  goods.  It  is  we  Ameri- 
can agents  who  are  the  real  ambassadors  of 
peace.  We  promote  goodwill  and  strengthen 
what  Carlyle  called  tlie  'casli  nexus.'  " 


For  the  Salce  of  Convenience. 

One  of  tlie  few  points  where  the  average 
American  designer  flouts— or  semes  to  flout 
—public  wishes  is  in  the  matter  of  conven- 
ience in  taking  wheels  out  of  the  front  forks. 

In  all  other  things  he'  either  learns  for 
liiniself  what  is  most  desirable  for  conven- 
ience's sake,  and  gives  it,  or  he  yields  to 
the  wishes  of  riders,  once  thej'  have  ex- 
pressed them.  But  with  front  forks  it  is 
different.  He  persists  in  closing  the  ends, 
tlius  making  it  necessary  to  spring  the  fork- 
sides  to  take  the  front  wheel  out. 

This  is  neither  a  pleasant  operation  nor  an 
entirely  safe  one.  Damage  to  one's  knuckles 
frequently  results;  damage  to  the  forksides 
is  more  rare,  but  it  does  sometimes  occur. 

It. is  very  easy  to  mill  a  slot  in  the  fork 
end,  and  thus  allow  the  axle  to  be  slipped 
througii  it.  There  is  no  real  objection  to  this 
nietliod  of  constiiiction.  It  used  to  be  urged 
that  it  allowed  the  wheel  to  slip  out  if  tlie 
axle  nuts  should  become  loose.  But  tliis 
could  not  possibly  happen  when  the  machine 
was  being  ridden,  and  if  it  did  at  any  other 
time  no  harm  could  be  done. 

Tliere  are  a  number  of  machines  that  have 
slotted  front  forkeuds,  of  course.  But  tliey 
are  in  the  minority,  and  their  number  does 
not  appear  to  be  added  to  as  the  years  go  l)y. 


"Motocycles  and  How  to  Manage  Them"; 
12(>  pages,  41  illustrations;  cloth  bound.  $1. 
The  Goodman  Co.,  Box  649,  New  York.    *♦* 


36 


THE  BICYCLING  WORLD 


COASTER-BRAKE 

TROUBLES  ELIMINATED 


IN  THE  FINISHED 


FORSYTH 


DON^T  CLOSE 
UNTIL  YOU  SEE  IT. 

^r\or<^l  "PoctUiro^*  Simplicity  ( fewer  parts  than  any 
DpCUdi  1  Cd.LUIC^«  other,)  Lightness,  Strength,  Posi- 
tive in  Action,  Fitted  to  either  Chain  or  Chainless,  Frictionless 
(coasts  as  easily  as  a  chain  wheel  without  any  chain; )  above  all, 
our  own  EXCLUSIVE  SPECIAL  FEATURE,  Regulation  of 
the  crank  —  throw  can  be  adjusted  without  removing  from  the 
frame ;  no  other  Coaster-Brake  on  the  market  has  this  feature. 

These  few  points  ought  to  set  you  thinking.     We  have 
others.    Better  write  us  at  once. 


FORSYTH  MFG.  CO.,    BUFFALO,  N.Y. 


"Have  a  Look; 
It  Costs  You  Nothing." 

1902 

YALES 

NOW  READY. 

Cushion  Frame  Chainless  —  Racer 
Pace-Follower. 


TRAVELERS  ON  THE  ROAD. 


The  $35  Yale  is  the  "Best  Ever/' 


THE  KIRK  MFG.  CO.,       -      TOLEDO,  OHIO. 


1902 

SNELL  BICYCLES. 


NEW  MODELS. 


TRAVELERS  STARTING  OUT. 


WAn  FOR  THEM. 


1902 

HUSSEY  BARS. 


NEW  HUSSEYS. 


THE  SNELL  CYCLE  FITTINGS  CO. 

TOLEDO,  OHIO. 


"  A  United  America." 

■BHH 

''THE 

PAN-AMERICAN 

EXPOSITION 

At  Buffalo,  N.  Y.,  arranged  in  the  inter- 

ests of  the  commercial   and  fraternal  re- 

lations  of   "all    the    Americas,"   is   de- 

scribed and  illustrated  in  "  Four-Track 

Series"  No.  15,  issued  by  the 

NEW  YORK  CENTRAL. 

This  folder  contains  information  valu- 

able  to  travelers  regarding  Buffalo,  the 
Exposition,  and  the  train  service  of  the 

New  York  Central ;    also  maps  in  colors 

of  Buffalo  and  the  Exposition  grounds. 

A  copy  of  No.  15,  the  "Pan-Amsrican  Exposition 
and  Express,"  sent  free,  postpaid,  to  any  address 
on  receipt  of  a  postage  stamp  by  George  H.  Dan- 
iels, General  Passenger  Agent,  New  York  Central 
Railroad,  Grand  Central  Station,  New  York. 

I 


THE  BICYCUNG  WORLD 


37 


RACING 


October  7,  "Handicap  Day,"  at  Vailsburg, 
5.000  people  witnessed  the  races.  In  the 
quarter  Fisher  won,  Collett  second  and 
Kramer  third.  Time,  0.29  4-5.  In  the  ten 
mile  professional  sixteen  men  competed, 
Kramer  winning  by  a  length,  with  the  next 
half  dozen  riders  separated  by  inches  only. 
Time,  23.12  3-5.  Nelson  in  a  five  mile  motor 
paced  exhibition  made  the  following  figures 
by  miles:  1.34  1-5,  3.09  4-5.  4.46  4-5,  6.23  2-5, 
7.59  4-5 — G  4-5  seconds  behind  the  woi-ld's 
amateur  exhibition  paced  record.  Champion 
rode  a  one  mile  exhibition  on  a  motor  bi- 
cycle against  his  own  record  of  1.15.  Time, 
1.15  3-5;  second  trial,  1.161-5.  The  .one  mile 
amateur  handicap  was  won  by  Billington 
(scratch)  in  2.23  1-5,  Dove  (20  yards)  second 
and  Merkert  (20  yards)  third. 


According  to  Chairman  Bachelder,  one  of 
the  matters  that  will  receive  attention  at 
the  next  annual  meeting  of  the  National 
Cycling  Association,  and  will  carry  with  it 
the  recommendation  of  the  Board  of  Con- 
trol, is  a  plan  for  establishing  a  fund  out 
of  which  will  be  granted  an  allowance  to 
pi'ofessional  riders  injured  in  competition.  It 
is  proposed  that  the  fines  imposed  on  riders 
by  the  Board  of  Control  be  utilized  for  this 
purpose,  since  the  regular  revenues  of  the 
association  from  memberships,  permits  and 
registrations  are  sufficient  to  meet  the  ex- 
penses of  operation. 


In  an  official  trial  for  the  ten  mile  ama- 
teur paced  record  at  Vailsbiu'g  October  4 
Nelson  lowered  every  record  from  six  to  ten 
miles,  inclusive,  covering  the  ten  miles  in 
16.23  3-5.  Nelson's  time  by  miles  is  as  fol- 
lows: 1.44,  3.24  2-5,  5.02  3-5,  6.40  3-5,  8.17  2-5, 
9.54  3-5,  11.33,  13.10  4-5,  14.48,  16.23  2-5.  The 
former  record  for  the  distance,  20.04  4-5,  was 
made  by  Nelson's  brother  in  Chicago,  1898, 
while  an  amateur. 


C.  G.  Fisher  won  two  motor  bicycle  races 
at  the  Dallas  (Texas)  Fair  September  30, 
but  lost  a  race  against  a  horse.  Fisher  is 
en  route  to  the  City  of  Mexico,  where  he 
will  participate  'n  a  big  relay  race.  He  is 
an  old  racing  man  and  dealer  from  Indi- 
anapolis, who  lias  made  quite  a  pot  of  money 
"doing"  the  county  fairs  on  his  motocycle. 

McEachern  and  Walthour  have  doubled 
up  and  will  be  a  team  in  the  six  days'  bicycle 
race  to  be  held  at  Madison  Square  Garden 
December  8  to  14.  McFarland  and  Elkes, 
Avinners  of  last  year's  six  day  race;  Gougoltz 
and  partner,  who  finished  third,  are  also 
entered. 


In  a  five  mile  motor  tandem  race  at  Wash- 
ington Octobei'  0  Thompson  and  Babcock 
beat  out.Sherer  and  Marble  in  7.11.  Thomp- 
son and  Babcock  won  the  two  and  three 
mile  events.  Time,  2.51  and  4.28,  respec- 
tively. 


At  the  Coliseum  track,  Springfield,  Octo- 
ber 3,  Hunter,  of  Newark,  defeated  Head- 
speth,  of  Indianapolis,  in  a  fifteen  mile  motor 
paced  race.  The  pace  was  warm  through- 
out, as  the  time,  27.28,  indicates. 


Early  in  November  at  Vailsburg  Kramer 
and  Hurley  will  meet  to  determine  the  cham- 
pionship of  America.  It  will  be  the  first 
time  that  the  professional  and  amateur  cham- 
pions have  been  brought  together  to  decide 
the  question. 

Letting  Well  Enough  Alone. 

"Let  well  enough  alone"  is  still  a  good 
maxim,  and  one  that  some  riders  would  do 
well  to  bear  in  mind.  They  are  continually 
tinkering  with  their  machines,  and  the  re- 
sult is  that  frequently  they  get  into  a  hope- 
lessly bad  condition. 

"Don't  mount  your  wheel  at  any  time 
without  first  looking  to  see  if  the  nuts  are 


Morgan  aWrightTires 
are  good  tires 


New  York  Branch:    214-216  West  47th  Street. 


loose  at  the  end  of  the  axles  of  both  the 
front  wheel  and  hind  wheel,  as  these  nuts 
often  get  loosened  by  vibration,  and  cause 
many  an  accident.  See  that  your  handle  bar 
is  not  shalcy,"  is  the  advice  given  by  a 
writer  who  poses  as  being  practical. 

Really,  nothing  could  be  much  further 
wrong  than  this.  The  machine  that  re- 
quires such  attention  is  a  mighty  poor  one, 
and  it  will  get  better  Instead  of  worse  the 
longer  it  is  used.  No  amount  of  "looking 
after"  it  will  do  any  good.  At  the  most  it 
would  only  put  oft  the  evil  day  when  it 
would  become  quite  worthless  as  a  machine 
for  pleasurable  riding. 

Riders  should,  of  course,  understand  that 
tliej^  cannot  go  to  the  opposite  extreme  and 
utterly  neglect  their  wheels.  To  let  a  bear- 
ing get  loose,  and  stay  that  way  without 
any  attention,  is  not  much  short  of  criminal. 
So,  too,  a  loose  nut  or  bolt  may  have  serious 
results.  Avi  important  part  may  fail  on  ac- 
count of  this  and  give  the  rider  a  bad  fall. 

But  there  is  a  happy  mean  between  too 
nmcli  attention  and  utter  neglect.  The  rider 
wlio  will  go  over  his  machine  occasionally 
and  see  that  it  is  all  right,  but  without  un- 
screwing nuts  or  taking  out  cups  or  cones 
just  for  the  sake  of  "monkeying,"  will  get 
the  best  results. 


Effects  of  Rest  and  Neglect. 

"Some  people  seem  to  think  that  coaster- 
brakes  require  a  great  deal  of  attention,  or 
else  they  won't  give  good  results,"  remarked 
a  rider  the  other  day.  "Such,  at  least,  was 
the  idea  I  had,  and  it  was  given  to  me  by 
dealers  and  other  riders. 

"Now,  I  h.ave  found  it  to  be  just  the  other 
way.  So  far  from  being  troublesome,  to  say 
nothing  of  unreliable,  they  have  given  me 
no  trouble  .at  all.  In  fact,  they  have  stood 
up  under  what  I  know  is  neglect,  and  long 
after  they  should  have  attention  they  go  on 
doing  their  work  in  great  shape.  Further- 
more, they  have  never  'gone  back'  on  me. 
Whenever  I  have  had  occasion  to  use  the 
brake  it  responded  nobly,  and  I  have  never 
had  any  uneasiness  on  that  score. 

"Here  is  a  little  incident  that  will  bear 
out  what  I  say:  I  have  not  used  my  tandem 
much  of  late,  and  it  is  really  in  need  of 
some  attention,  especially  the  coaster-brake; 
that  has  been  nearly  a  year  without  even 
having  been  lubricated.  It  stands  to  reason, 
therefore,  that  it  should  be  oiled,  and  I  have 
been  Intending  to  do  this  for  months. 

"However,  this  has  never  been  done,  and 
one  would  suppose  that  there  would  be 
trouble  in  consequence.  Last  week  I  got  it 
out  and  went  out  for  a  ride.  I  thought  of 
the  oiling  then,  but  my  can  happened  to  be 
empty,  and  as  I  was  in  .a  hurry  to  get  off  I 
thought  I  would  risk  it. 

"I  rode  some  thirty  miles  that  afternoon, 
and  I  never  knew  the  machine  to  run  bet- 
ter. There  was  a  smoothness  about  it  that 
was  really  astonisliing.  Had  it  been  just 
gone  over,  cleaned  and  lubricated,  it  could 
not  have  have  been  improved. 

"There  was  nothing  particularly  remark- 
able in  this,  as  far  as  the  bearings,  chain, 
etc.,  were  concerned.  They  are  used  to  neg- 
lect. If  they  could  only  run  well  when  they 
were  looked  after  carefully  they  would  not 
do  much  running.  But  with  the  coaster- 
brake  it  was  different.  I  had  been  led  to 
believe  that  it  could  not  be  neglected.  But 
the  one  on  my  tandem  stood  even  this  test. 
The  sprocket  rim  locked  as  soon  as  I  began 
to  pedal,  the  coasting  was  smooth  and  with- 
out noise,  and  the  brake  'bit'  the  instant  I 
brought  any  back  pressure  to  bear  on  the 
pedal. 

"It  would  be  foolish,  of  course,  to  suggest 
that  all  coaster-bralies  should  receive  such 
treatment,  or  to  assert  that  they  would  work 
so  satisfactorily  under  it.  They  wouldn't, 
and  I  was  surprised  myself  at  the  way  mine 
went.  But  it  simply  shows  what  the  de- 
vice will  do,  and  proves  the  fallacy  of  say- 
ing that  it  is  more  troublesome  than  the 
other  narts  of  the  machine." 


To  (^ase  Harden  Cast  Iron. 

Heat  to  a  red  heat,  roll  in  a  composition 
consisting  of  equal  parts  of  prussiate  of 
potash,  sal  ammoniac  and  saltpetre,  pulver- 
ized and  tlioroughly  juixed.  Plunge  while 
yet  hot  into  a  bath  containing  two  ounces  of 
prussiate  of  potash  and  four  ounces  of  sal 
ammoniac  to  each  gallon  of  cold  water. 


3& 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 


(    I  IGHT    WEIGHT    RACING    MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHDE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  r5S.^r  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Frictionless 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

sprockets. 

Send  for  Catalogfue  and 
Trade  Price  to 

Morse  Chain  Co..  irumansburg:,  n.  y. 


THE  BICYCLING  WORLD 

The  Retail  Record. 

Nashua,  N.  H.— F.  A.  McMaster  &  Co. 
I'.ave  removed  to  Water  and  Main  streets. 

St.  Albans,  Vt— The  Mayhew  &  Wild  Co. 
ha.s  been  dissolved.  M.  M.  Wild  retires  and 
W.  E.  Mayhew  continues  tlie  business  under 
tlie  name  of  The  Swanton  Cycle  Fittings  Co. 

Red  Bank,  N.  J.— Merigold  &  Chandler 
have  bought  out  T.  J.  Emery. 

Niagara  Falls,  N.  Y.— Wentworth  &  Doty, 
burned  out. 

Soutli  Framiugham,  Mass.— W.  H.  St. 
George,  removed  to  HoUis  street. 

Spring-field,  Mass.— Adolph  G.  Gruendler 
has  filed  a  petition  in  bankruptcy,  with 
$1,070.58  liabilities  and  $295  assets. 


'^D.  &  J.'  HANGERS 


Single, 

Tandem, 

Triplet, 

AosoLUTEur  THE  BEST     Quad  and 

Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


The  Auto=Bi 

and  all  other 

MOTOR  CYCLE  BUSINESS 

of  the 

E.  R.  THOMAS  MOTOR  CO. 

has  been  disposed  of  to  the 

AUTO-BI  CO. 


Please  address  all  your   wants   in 
the  motor  cycle  line  to  the 

AUTO-BI  COMPANY 

106  Broadway,  BUFFALO,  N.  Y. 


5   gAWD  AND  FOOT  PUMPS,    * 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Witerbury,  Conn. 
Depots :  xio  Lake  St.,  Chicago. 

4»1   Broome  St.,  New  York 


U, 


OILERS. 


PERFECT" 


LEADER" 


CEM 


STAR" 


We  make  oilers  for  almost  the  entire  trade.     The 
quality  of  our  oilers  is  unequaled. 

CUSHMAN  &  DENISON,  Mfrs.,  240-2  W.  23d  St.,  N.  Y. 


WOLFF- AMERICAN 

BICYCLES. 

STEARNS  BICYCLE  AGENCY,  -  Syracuse,  N.  Y. 


LAMSON-PETERSON 

LUGGAGE  CARRIERS 

The  most 
serviceable  made. 


MEGQUIER  &  JONES  CO.,  Portland,  Me. 


STEEL 
BALLS 


The  Best  in 
the  World. 


EXCELSIOR  MACHINE  CO.,  BUFFALO,  N.  Y. 


if  You  Desire. 
Compiete  iVioior  Bicycies 

You  cannot  get  a  better  one  than 

THE   MARSH. 

if  You  Desire 
to  Buiid  Your  Own  i\fiotor  Bicycie 

We  can  supply  everything  which  you  require 
for  the  purpose.      Write  us. 

The  Motor  Oyol^  Mfg-  Co.,  Brockton ,  Massw 


THE  BICYCLING  WORLD 


39 


p 


iillL 


emel 


®eMC5IDR 


WORLD 


1)eOotedhihe 
'JJutowobile^ 


WILL  SURELY 
INTEREST 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of      mechanical 
terms    is    needed  to 
understand    it. 


PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUILDING, 

NEW  YORK  CITY. 


$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE  COPY  ON  APPLICATION, 


Tires  and  Fork  Clearance. 

Quo  good  purpose  at  least  is  served  by  the 
present  universal  use  of  small  tires— the 
upper  and  lower  rear  forks  are  never 
brought  so  close  together  that  the  tires  will 
not  have  sufficient  clearance  between  them. 
No  complaint  is  heard  on  this  score. 

The  time  is  not  so  very  far  distant,  how- 
ever, when  just  the  opposite  was  the  case. 
A  designer  would  draw  his  frame  with  an 
eye  to  the  use  of  a  small  tire— say,  IVi  inch. 
It  would  go  through  the  factory,  and  when 
it  came  to  be  assembled  a  larger  tire  would 
be  put  on  it.  Or,  after  it  came  into  the 
hands  of  the  dealer— sometimes  of  the  rider 
—a  lai'ger  tire  would  be  substituted  for  the 
one  originally  fitted  to  it. 

In  either  case  there  would  be  trouble.  Say 
the  tire  proved  to  be  1%,  or  occasionally  1% 
inch.  The  clearance  then  might  be  sufficient 
if  the  wheel  and  tire  were  both  perfectly 
true  and  the  tire  clean.  But  the  instant 
any  of  the.se  conditions  were  departed  from 
liarm  would  result. 

In  going  throiigh  a  bit  of  mud,  for  example, 
enough  of  it  Avould  adhere  to  the  tire  to 
strike  the  forks  as  it  went  through,  scratch- 
ing the  enamel  and  making  a  very  annoying- 
noise.  If  the  wheel  got  out  of  true  the  mat- 
ter was  even  more  serious.  The  tire  would 
touch  the  forks,  and  it  would  take  only  a 
limited  amount  of  rubbing  to  wear  it  through 
to  the  fabric. 


British  Parts  Pay  a  Profit. 

In  spite  of  the  depression  in  the  cycle 
trade,  it  has  been  a  very  successful  year  for 
the  Birmingham  Small  Arms  Co.,  the  big 
British  concern  which  cuts  such  a  figure  in 
the  parts  business  on  the  other  side. 

Dividends  have  just  been  declared  which 
will  bring  the  year's  disbursements  for  this 
purpose  to  20  per  cent  on  the  ordinary 
shares  and  5  per  cent  on  the  preference.  In 
addition,  the  directors  recommend  the  pay- 
ment to  the  ordinary  shareholders  of  a 
bonus  dividend  of  one  fully  paid  ordinary 
share  for  every  two  shares  now  held  by 
them. 


Importance  of  Good  Tool  Steel. 

In  modern  workshop  practice  a  great  deal 
turns  on  the  quality  of  the  tool  steel.  It  is 
useless  to  have  strong,  fast  running  lathes 
if  the  tools  will  not  do  justice  to  their  quali- 
ties, and  the  rate  and  depth  of  cutting  have 
to  be  reduced  below  what  the  machine  is 
designed  for.  This  point  was  emphasized  at 
the  Paris  Exhibition,  where  a  lathe  was 
shown  working  at  such  a  speed  that  the  tool 
was  actually  dull  red.  This  tool  was  of 
such  hard  material  that  it  did  good  work 
under  those  conditions,  to  the  great  astonish- 
ment of  most  engineers  who  saw  it. 


Cheap  Way  to  Blue. 

A  cheap  way  to  blue  small  steel  pieces: 
Put  core  sand  in  a  Babbit  ladle,  heat  hot, 
put  work  in,  shake  the  ladle  over  the  fire 
until  the  required  color  is  obtained. 


With  One  Exception, 

Every  vehicle  designed  for  the  car- 
riage of  persons  is  equipped  with 
springs  or  cushioning  devices  of 
some  sort.  Even  railway  coaches 
running  on  the  smoothest  of  rails 
have  both  spring  trucks  and  cush- 
ioned seats. 

Vehicle-builders  recognize  that 
rigid  carriages  are  relics  of  the  ox- 
age. 

The  bicycle  is  the  one  exception. 

Why? 

There  is  no  sound  or  sufficient 
answer. 

The  light,  1  o  w  -  b  u  i  1 1  bi- 
cycle is  subject  to  every 
inequality  of  the  road. 
Its  rider  experiences 
jars  and  jolts  and  vibra- 
tion that  are  felt  in  no 
other  vehicle.  Perforce, 
every  rational  consid- 
eration makes  for  the 
employment  of  a  cush- 
ioning device;  the  bicy- 
cle needs  it  more  than 
any  other  type  of  vehicle 
in  existence,  and  the 
Hygienic  Cushion  Frame 
provides  it  in  the  neat- 
est, simplest,  most  com- 
pact and  most  efficient 
form    possible. 

Progressive  manufacturers  have 
"acknowledged  the  corn,"  and  the 
dealer  has  but  to  ask  for  them  to 
get  cushion  frame  bicycles.  With 
the  passing  of  the  "era  of  cheap- 
ness," no  bicycle  affords  him  more 
profit  or  more  ground  for  impres- 
sive and  logical  "selling-points." 
The  wiser  ones  have  already  recog- 
nized the  fact  and  are  making  the 
most  of  it.  Are_>'^«  of  the  number 
or  are  you  content  to  let  the  good 
things  go  to  others  while  you  de- 
vote yourself  to  the  "bone-shakers"? 


\ 


HYGIENIC  WHEEL   CO, 


220  Broadway, 


New  York. 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles 

"  Motocycles  and  How  to   Manage 
Them  " 

is  the  very  book   you  need. 

Every  page  teaches  a  lesson.      Every  illustration 

"  speal<s  a  piece." 

And  there  are  126  pages  and  41  pictures,  too! 

Price,  $1.00. 

The  Goodman  Co.,  124  Tribune  BIdg.,  New  York. 


40 


THE  BICYdLING  WORLD 


The  Week's  Patents. 

CS3,4Gr>.  Hiiycle  Support.  Robert  llclmer, 
Hutcbinsou,  Minu.  Filed  Oct.  8,  1900.  iSin-Jal 
No.  32,341.    (No  model.) 

Claim.— A  bicyolo  support  comprisin.u-  tlio 
slieatli  -with  slot  lock  notch  and  ratchet 
teeth,  of  the  sliding  plunger  -working  -witluu 
said  sheath,  the  spring  geared  supporting 
legs  pivoted  to  the  lower  end  of  said  plunger, 
and  -working  within  said  sheath  when  folded, 
and  the  jiawl  pivoted  to  said  plunger  by  a 
connection  that  works  through  said  slot,  said 
pawl  having  tlio  lug  and  shoulder  which  co- 
operate respectively  with  said  ratchet  teeth 
and  lock  notch,  the  said  pawl  further  being 
spring  hold  for  pivotal  and  lateral  move- 
nrent,  substantially  as  described. 

083,G05.  Mould  for  Making  Saddle  Pads. 
Jonathan  A.  Hunt  and  J.  E.  Weatherwax. 
AVestboro,  ^[ass.  Filed  Dec.  11,  1900.  Serial 
No.  39,476.    (No  model.) 

Claim.— 1.  A  mould  for  making  cushions 
or  pads,  comprising  a  form  or  receptacle 
made  of  a  single  containing  wall  suitably 
shaped  to  receive  the  material,  said  form 
having  perforations  therein  for  the  passage 
of  ste^im  to  circulate  through  the  material 
contained  in  the  form,  and  a  plate  to  extend 
entirely  within  the  form  to  cover  the  mate- 
rial, said  covering  plate  being  also  provided 
with  perforations,  and  means  for  holding 
said  plate  in  th.e  form  to  compress  the  ma- 
terial. 

683,692.  Push  Button.  Carl  J.  Landin, 
Boston,  Mass.  Filed  Feb.  9,  1901.  Serial 
No.  46,631.    (No  model.) 

Claim.— 1.  In  a  push  button,  the  combina- 
tion, with  a  supporting  plate,  of  a  contact 
piece  and  a  contact  spring  insulated  from 
each  other,  a  revoluble  toothed  cam  wheel 
for  pres;-.ing  the  said  contact  spring  against 
the  contact  piece  and  holding  it  there,  and 
means  for  revolving  the  cam  wheel  step  by 
step  for  one-half  the  pitch  of  its  teeth  at 
each  step,  substantially  as  set  forth. 

683,740.  Pneumatic  Wheel  Tire.  Albert 
M.  Ferguson,  Winnipeg,  Canada,  assignor  of 
two-thirds  to  Thojnas  Carroll  Allum  and 
Henry  Duncan  Metcalfe,  Montreal,  Canada. 
Filed  March  29,  1901.  Serial  No.  53,537.  (No 
model.) 

Claim.— A  single  detachable  pneumatic  tire 
having  two  longitudinal  bands  fastened  to 
the  inner  circumference  of  the  tire  overlap- 
ping on  a  metal  wire  longitudinally  stretched 
between  said  t^vo  bands  and  the  tube;  a 
ratchet  post  with  its  pawl  to  tighten  said 
■^•ire  and  secure  tire  to  the  rim,  all  substan- 
tially as  set  forth. 

683.779.  Velocipede.  Joel  Lund,  San  Fran- 
cisco, Cal.,  assignor  of  one-half  to  Stephen 
G.  Chapman,  same  place.  Filed  Aug.  2, 1900. 
Serial  No.  25,683.     (No  model.) 

Claim.— 1.  In  a  velocipede,  a  fixed  central 
spindle,  a  revoluble  sleeve  on  said  spindle, 
longitudinally  movable  thereon,  a  driving 
wheel  revolubly  mounted  on  said  spindle,  in 
spllned  engagement  with  said  sleeve,  a  hol- 
low nave  revolubly  mounted  on  said  sleeve, 
a  laterally  movable  frictional  brake  disk  on 
said  sleeve,  means  for  moving  said  brake 
disk  laterally  in  either  direction  by  the  ro- 
tation of  the  sleeve,  an  overhanging  brake 
shell  on  said  nave,  inclosing  said  disk,  for 
engaging  tlie  latter  on  its  outward  lateral 
movement,  face  clutches  between  said  disk 
and  the  rotary  nave  for  engaging  the  driving 
mechanism  with  the  said  nave,  and  face 
clutches  between  said  disk  and  the  station- 
ary frame  for  arresting  the  rotary  movement 
of  the  brake  disk,  substantially  as  specified. 

683.793.     Manufacture     of     Cycle     Saddle 


Clips.  Ephraim  Phillips  and  Howard  T. 
Phillips,  Birmingham,  England,  assignors  to 
Tomcox,  Limited,  London,  England.  Filed 
Sept.  5,  1900.  Serial  No.  29,047.  (No  model.) 
Claim. — The  hereinbefore  described  process 
of  making  cycle  saddle  clip  bodies  having  a 
central  tubular  eye  and  two  lateral  tubular 
coned  trunnions  with  cylindrical  screw 
tlu'eaded  ends  integral  therewith,  which  con- 
sists in  first  forming  from  sheet  metal  a 
blank  shaped  somewhat  like  the  required 
clip  bodj'  and  of  about  double  the  width, 
second,  piercing  such  blank  with  two  aper- 
tures in  the  location  and  centrally  of  the 
width  of  the  coned  parts,  third,  uniting  such 
apertures  by  a  slit,  fourth,  raising  and  fold- 
ing the  side  parts  of  such  blank  so  as  to  open 
the  slit  to  the  diameter  of  the  central  eye 
and  to  form  the  eye  and  to  form  the  coned 
and  cylindrical  ended  trunnions,  and  fifth 
externally  screw  threading  the  cylindrical 
trunnion  ends,  as  set  forth. 


Saddle  Works  the  Pump. 

It  is  dou.btful  whether  the  bicycle  will 
ever  reach  the  stage  where  it  will  be  turned 
the  cold  shoulder  by  inventors.  It  appears 
to  possess  a  fascination  for  them  which  they 
cannot  shake  off. 

As  evidence  a  New  York  State  man  has 
just  taken  out  a  patent  on  a  saddle  actuated 
pump  for  bicycles,  and  expects  to  startle  the 
cycling  world  with  it.  He,  of  course,  imag- 
ines it  to  be  a  novel  idea!  The  pump  is 
placed  in  the  saddle  post  tube,  and  is  almost 
entirely  concealed  from  view.  The  device 
provides  a  lever  to  drive  the  piston  down- 
ward. There  is  a  spring  which  forces  the 
return  of  the  piston  after  each  stroke,  and 
after  the  tube  has  been  connected  with  the 
tire  the  pump  can  be  operated  easily  with 
one  hand,  leaving  the  other  free  to  support 
the  wheel.  After  the  tire  is  filled  the  saddle 
is  forced  downwai'd  until  the  spring  latch 
enters  the  slot  in  the  under  side  of  the  hori- 
zontal tube,  locking  the  saddle  firmly  in 
place. 


"Both  Claim  the  Invention. 

The  Canada  Cycle  and  Motor  Co.,  Toronto, 
is  applying  for  a  continuation  of  an  injunc- 
tion to  restrain  William  S.  Wilson  from  mak- 
ing any  further  application  for  a  patent  on 
a  bicycle  brake.  The  defendant,  Wilson, 
claims  that  he  is  the  inventor  of  the  brake 
in  question,  and  the  company  disputes  his 
claim.  Meanwhile  they  go  on  manufact- 
uring. 


Substitute  for  Borax. 

Copperas,  2  ounces;  saltpetre,  1  ounce; 
common  salt,  6  ounces;  black  oxide  of  man- 
ganese, 1  ounce;  prussiate  of  potash,  1  ounce. 
All  pulverized  and  mixed  with  3  pounds  of 
good  welding  sand.  High  carbon  steel  can 
be  welded  with  this  at  a  lower  heat  than  is 
required  with  borax. 


Willing  but  Vague. 

"I  am  willing  to  do  anything,"  said  the 
applicant  for  Avork. 

"All  right,"  said  the  hard-hearted  mer- 
chant. "Please  close  the  door  behind  you 
when  you  go  out."— (Ex. 


The  Week's  Exports. 

Despite  assurances  of  certain  English 
patriots  that  the  American  bicycle  is  a  fail- 
ure in  the  United  Kingdom,  the  trade  with 
the  "tight  little  isle"  shows  no  symptoms  of 
abating.  Last  week,  indeed,  was  marked  by 
one  of  the  heaviest  shipments  in  months — 
value  upward  of  |15,000.  The  British  pos- 
sessions, Africa  and  New  Zealand  in  par- 
ticular, also  again  showed  their  apprecia- 
tion of  the  American  article  by  purchases 
footing  well  up  into  the  thousands.  The 
record  in  detail,  the  week  closing  October  1, 
f  olloAvs : 

Antwerp— 1  case  bicycles,  $25. 
Amsterdam — 1  case  bicycles,   $25;   14   cases 

bicycle  material,  $316. 
Argentine  Republic— 1  case  bicycle  material, 

$48. 
British   Possessions   in  Africa— 73  cases  bi- 
cycles,  $6,450;   17   cases  bicycle  material, 
$1,286. 
British  East  Indies— 21  cases  bicycles,  $1,407. 
British  Guiana^  cases  bicycles  and  mate- 
rial, $304. 
British  Australia — 45  cases  bicycles  and  ma- 
terial, $1,523. 
Brazil— 5  eases  bicycle  material,  $90. 
British  West  Indies— 24  cases  bicycles  and 

material,  $562. 
Cuba— 12  cases  bicycles  and  parts,  $869. 
Copenhagen— 22  cases  bicycles,  $336;  14  cases 

bicycle  material,  $650. 
China— 8  cases  bicycles  and  parts,  $462. 
Dutch  Guiana — 24  cases  bicycles  and  mate- 
rial, $562. 
Danish   West   Indies— 1   case   bicycle   mate- 
rial, $10. 
Genoa— 1  case  bicycles,  $25;  9  cases  bicycle 

goods,  $180. 
Glasgow — 2  cases  bicycles,  $70. 
Gothenburg — 1  case  bicycles,  $20. 
Hamburg— 17  cases  bicycles,  $350;  24  cases 

bicycle  material,  $1,437. 
Havre— 2    cases    bicycles,    $55;    6    eases    bi- 
cycle material,  $268. 
Hong-Kong— 1  case  bicycles  and  parts,  $236. 
Japan— 27  cases  bicycles,  $1,173. 
Liverpool — 41  cases  bicycles,  $1,025;  6  cases 

bicycle  material,  $60. 
Lausanne— 3  cases  bicycles,  $192. 
London— 20   cases  bicycles,   $390;  143   cases 

bicycle  material,  $12,049. 
Mexico— 1  case  bicycle  material,  $198. 
New   Zealand — 77  cases  bicycles  and  mate- 
rial, $5,706. 
Philippines — 1  case  bicycle  material,  $70. 
Rotterdam— 2   cases  bicycles,   $80;   10  cases 

bicycle  material,  $288. 
Santo  Domingo— 1  case  bicycles,  $20. 
St.   Petersburg— 8    cases    bicycle    material, 

$342. 
Southampton— 14     cases     bicycle     material, 

$848;  2  packages  motocycle  parts,  $900. 
Swansea— 2  cases  bicycles,  $27. 
Vladivostock— 1  case  bicycles  and  parts,  $80. 
U.  S.  of  Colombia— 1  case  bicycles,  $25. 


To  Soften  Steel. 

Cover  it  with  tallow,  heat  to  a  cherry  red 
in  a  charcoal  fire,  and  let  it  cool  of  itself. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  which  b  incorporated  **  The  "Wheel  and  Cycling  Trade  Review  "  and  the  **  American  CycUrt." 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  October  17,  1901. 


No.  3 


PRIZE  MONEY  AWARDED 


20th    Century  Mfg.  Co.    Cuts    its    $4,000 
Melon— The  Fortunate  Ones. 


It  paid  to  sell  the  20th  Century  lamps  this 
season  in  more  than  the  usual  sense  of  the 
term.  Now  that  the  substantial  evidence  of 
the  fact  has  been  distributed,  some  of  those 
in  the  trade  will  appreciate  the  full  force  of 
the  remark. 

The  evidence  takes  the  form  of  the  20th 
Century  Mfg.  Co.'s  checks  for  good  round 
sums  which  were  mailed  last  week  to  those 
who  were  wise  enough  not  to  lose  sight  of 
the  $4,000  in  cash  prizes  which  that  company 
hung  up  early  this  spring.  As  was  then 
made  plain,  the  competition  was  open  to  all 
jobbers  and  dealers,  the  money  being  so 
parcelled  as  to  give  all  a  fair  chance  at  it. 
"Sell  20th  Century  lamps"  was  the  only  urg- 
ing that  went  with  the  offei-.  Those  who 
best  heeded  the  urging  and  Avho  returned  the 
greatest  number  of  coupons  signifying  sales, 
and  who,  in  consequence,  received  the  checks 
were  as  follows: 

Jobbers:— 

First— Willis's  Park  Row  Bicycle  Co.,  New 
York  City,  $500;  second.  New  York  Sporting 
Goods  Co.,  New  York  City,  $400;  third, 
American  Bicycle  Co.,  Hartford,  Conn.,  $300; 
fourth,  Simmons  Hardware  Co.,  St.  Louis, 
Mo.,  $200;  fifth,  Honeyman,  De  Hart  &  Co- 
Portland,  Ore.,  $100;  sixth,  John  S.  Leng's 
Sons  &  Co.,  New  York  City,  $50. 

Retailers:— 

Class  A— Irrespective  of  population:  First, 
Siegel,  Cooper  &  Co.,  New  York,  $500;  sec- 
ond. Sears,  Roebuck  &  Co.,  Chicago,  $250; 
third.  Cash  Buyers'  Union,  Chicago,  $125. 

Class  B— 100,000  to  900,000  (in  proportion 
to  population):  First,  J.  A.  Zucker,  Cleve- 
land, O.,  $400;  second,  R.  O.  Hamlin,  Los 
Angeles,  Cal.,  $200;  third,  Theo.  F.  Bentel 
Co.,  Pittsburg,  Pa.,  $100. 

Class  C— 10,000  to  100,000  (in  proportion  to 
population):  First,  John  Evans,  Ogden,  Utah, 
.$r.OO;  second,  O.  H.  Dietrich,  Allentown,  Pa., 
$1.50;  third.  Big  Four  Cycle  Co.,  Kalamazoo, 
Mich.,  $75. 

Class  D— 1,000  to  10,000  (in  proportion  to 
population):    First,   Chas.   Reinard,   Baileys 


Harbor,  Wis.,  $200;  second,  Aug.  Quinque, 
Harleysville,  Pa.,  $100;  third,  F.  I.  Rock- 
feller.   B.  Quogue.  N.  Y..  $50. 

The  contest  closed  on  the  first  inst.,  and 
as  stated  the  $4,000  were  distributed  as 
above  last  week,  the  coupons  having  been 
counted  and  the  winners  certified  to  by 
wholly  disinterested  parties. 


Pan.=Anierican  Plums. 

Of  the  Pan-American  awards  announced 
last  week,  those  articles  identified  with  the 
cycle  trade  to  "catch  the  judges'  eye"  are  as 
follow^ : 

Bicycles— Geo.  N.JEi£rce_^Co.,  gold  medal. 

Motor  bicycles— E.  R.  Tliomas  Motor  Co., 
bronze  medal. 

Tires— Pennsylvania  Rubber  Co.,  gold 
medal;  Pisk  Rubber  Co.,  bronze  medal. 

Coaster  brakes— Eclipse  Mfg.  Co.  and  Uni- 
versal Coaster  Brake  Co.,  silver  medals. 

Lamps— 20th  Century  Mfg.  Co.,  silver 
medal. 

Cyclometers— Veeder  Mfg.  Co.,  silver 
medal. 

Goodrich  Deal  off. 

After  closely  approaching  the  point  of 
consummation,  the  negotiations  of  tlie  Rub- 
ber Goods  Mfg.  Co.  for  the  purchase  of  the 
B.  F.  Goodrich  Co.,  Akron,  Ohio,  as  reported 
exclusively  in  the  Bicycling  World  last 
week,  have  been  bi'oken  off.  The  price 
proved  the  stumbling  block.  The  Goodrich 
interests,  it  is  reported,  held  out  for  some 
$6,000,0(X),  and  no  compi-oniise  figure  could 
be  reached. 

Cleveland  Concern  Quits. 

A  deed  of  assignment  was  filed  at  Cleve- 
land, O.,  last  week  by  the  Cleveland  Dis- 
tributing Co.,  288  Bank  street,  in  the  Insol- 
vency Court.  The  company  dealt  in  bi- 
cycle and  automobile  supplies.  C.  F.  Eber- 
hardt  is  its  president.  The  liabilities  are 
$2,000  and  the  assets  $3,000. 


Weston's  Acquisition. 

Following  their  recent  purchase  of  the 
Jamestown  Mfg.  Co.,  the  I.  A.  Weston  Co., 
Syracuse,  N.  Y.,  have  placed  another  plume 
in  their  cap.  They  have  acquired  the  entire 
rim  and  wire  wheel  business  of  the  Reed  & 
Curtis  Machine  Screw  Co.,  of  Worcester, 
Mass. 


GAYLOR  SUCCEEDS  METZ 


Takes  Over  the  Orient  rVanagement— Here 
Attention  to  be  Given  Bicycles. 


The  long  expected  reorganization  of  the 
Waltham  Mfg.  Co.  is  now  fairly  under  way. 
The  first  move  in  that  direction  was  made 
last  week,  when  L.  B.  Gaylor  was  installed 
as  general  manager;  he  entered  upon  the 
duties  at  once.  He  succeeds  to  the  position 
previously  held  by  C.  H.  Metz. 

Mr.  Gaylor  is  no  stranger  to  the  trade.  He 
was  one  of  the  organizers  of  the  Eagle  Bi- 
cycle Mfg.  Co.,  and  was  its  first  mechanical 
head.  Later  lie  interested  the  Messrs.  Black, 
of  Erie,  Pa.,  in  bicycle  manufacture,  aud  the 
Black  Mfg.  Co.  and  the  Tribune  bicycle  were 
the  fruits  of  his  work.  Both  factory  and 
bicycle  earned  their  reputations  under  Gay- 
lor"s  supervision.  That  the  Orient  interests 
will  profit  by  his  skill  and  experience  it  is 
reasonable  to  anticipate. 

In  this  connection  it  may  be  said  that 
tinder  Mr.  Gaylor's  management  more  at- 
tention than  ever  will  be  concentrated  on  the 
bicycle  end  of  the  Waltham  Mfg.  Co.,  which 
earned  a  profit  this  season;  the  automobile 
interests  of  the  company  will  not  be  lost 
sight  of  or  be  suffered  to  lapse,  but  the 
Orient  bicycle  will  be  the  first  and  chief  con- 
cern of  the  new  management. 


Kokomo  Comes  East. 

The  Kokomo  (lud.)  Rubber  Co.  have  finally 
planted  their  standard  in  New  York— at  No. 
1,662  Broadway.  Leo.  Schlaudecker  is  mana- 
ger of  the  branch.  Kokomo  tires  liave  made 
such  a  good  reputation  for  themselves  and 
are  so  worthy  of  consideration  that  it  will 
be  surprising  if  Schlaudecker  does  not  con- 
siderably enlarge  their  circle  of  adherents 
in  this  part  of  the  country. 


To  Make  Motocycles  in  California. 

The  California  Motor  Co.  has  been  organi- 
zed at  San  Francisco  with  Lewis  Bill,  presi- 
dent; J.  W.  Leavitt,  vice-president,  and  J.  F. 
Bill,  secretary  and  treasurer.  While  auto- 
mobiles are  in  view,  tlie  immediate  purpose 
of  the  company  is  the  manufacture  of  a  mo- 
tor bicycle  invented  by  R.  C.  Marks,  for- 
merly of  Toledo,  Ohio,  who  with  E.  E.  Stod- 
dard and  H.  A.  Burgess  constitute  the  firm. 


46 


THE  BICYCLING  WORLD 


ALL  IN  THE  FAMILY 


Grinbergs  and  Morrises  Enter  Into  a  Deal 
That  is  Full  of  Suggestion. 


Tlie  .Manhattan  "Storage"  Co..  of  Tliila- 
dclphia  ami  almost  any  otlior  iilace,  as  oc- 
casion and  job  lots  require,  and  the  same 
wliose  fraudulent  advertising  and  methods 
the  Kic.\(ling  A^'orld  recently  exposed,  have 
made  ;in()tlui-  move  that  is  certain  to  make 
them  snl).iects  of  renewed  and,  in  some  in- 
stances, of  solicitous  interest. 

The  move  talvcs  the  form  of  a  circidar  of 
sul)stautially  tl;is  effect:  "Mrs.  Sarah  ^Morris 
.•ind  Mrs.  Hannah  (irinberg  beg  to  announce 
that  tlu>y  have  made  over  to  their  loving 
husbands,  Dave  and  Adolph.  respectively, 
their  interests  in  tlie  llrm  of  Grinberg  tS: 
.Moiris.  trading  as  the  Manhattan  Storage 
Co." 

Mrs.  :Morris  and  Mrs.  Grinberg  do  not  state 
v.hetlier  the  transfer  v^-as  made  in  considera- 
tion of  love  and  affection  or  the  usual  $1  bill. 
They  do  state,  however,  that  the  sale  in- 
cludes the  assets  at  G05  Market  street,  Phila- 
delphia; 44  Cortlandt  street,  New  York,  and 
85  Main  street,  Kochester,  N.  Y.  The  bill  of 
sale  does  not  bear  date  of  the  year  5662, 
which  the  families  celebrated  so  recently; 
for  legal  pin]ioses  3901  was  employed. 

It  is  suggestive  that  no  mention  of  the  es- 
tablishment on  Park  Row,  this  city,  is  made 
in  the  notice  of  the  rearrangement  of  family 
affairs. 

Surrounding-  circumstances  make  it  appear 
that  the  Grinberg-Morris  anuouucement,  in- 
nocent as  it  .seems,  was  no  sudden  outgrowth 
of  the  Fast  of  Guadaliah.  Rather  does  its 
inspiration  appear  to  have  been  derived  from 
the  laws  of  the  good  old  State  of  William 
Penn  and  Matthew  Quay — the  "homestead 
law,"  in  particular. 

Under  the  provisions  of  this  act,  one's 
wife's  property— i.  e.,  real  estate— is  exempt 
from  execution. 

Those  who  claim  to  be  informed  allege 
that  the  wife  of  David,  otherwise  Mrs.  Grin- 
berg, and  the  wife  of  Adolph,  otherwise  Mrs. 
Morris,  Avere  and  are  possessed  of  consider- 
able real  estate,  which  real  estate  was  the 
foundation  for  the  credit  extended  to  the 
firm  of  Grinberg  &  Morris,  otherwise  the 
Manhattan  "Storage"  Co. 

Mrs.  Grinberg  and  Mrs.  Morris  having 
bowed  themselves  out  of  the  company— if  not 
off  the  real  estate— Mr.  Grinberg  and  Mr. 
Morris  are  now  in  full  possession  of  the 
more  or  less  complete  stocks  of  doubtful 
and  prehistoric  but  everla-stingly  guaranteed 
bicycles,  tires  and  sundries  "seized  (in  their 
minds)  and  toeing  sold  (to  the  gullible)  for 
storage  charges"  in  the  three  cities  named. 

The  fact  has  interested  the  credit  agencies 
not  a  little;  indeed,  the  little  arrangement 
between  husbands  and  wives  has  brotight 
about  a  change  in  the  rating  of  the  concern 
that  is  as  startling  as  it  was  sudden. 


income  from  Storage. 

To  the  stereotyped  question,  "How's  busi- 
ness?" the  Brooklyn  dealer  made  the  usual 
reply  that  he  could  not  complain. 

"I  am  still  making  a  living,"  he  went  on, 
"and  I  suppose  that  is  as  much  as  can  be 
expected.  I  make  a  sale  now  and  then,  and 
with  the  repairing  and  everything  else  I 
manage  to  come  out  all  right. 

"There's  one  thing  that  is  helping  to  pay 
expenses  since  the  pleasant  weather  has  set 
in.  That  is  my  storing  department.  During 
the  summer  business  in  it  dropped  off  to  al- 
most nothing,  and  I  was  deprived  of  a  nice 
little  revenue.  But  when  September  came  it 
brisked  up  again,  and  will  probably  continue 
good  until  winter  comes. 

"At  the  present  time  I  have  stored  with 
me  something  over  fifty  bicycles.  They 
bring  me  in  five  cents  apiece  per  day,  or 
about  .f;45  a  month.  They  belong  to  people 
who  ride  in  to  business  from  the  suburbs,  or 
who  work  in  New  York,  and  my  place  being 
convenient  for  them  they  leave  the  machines 
here. 

"What  shall  I  do  when  the  cold  weather 
comes?  Oh,  I  shall  work  some  things  on 
the  'side.'    In  fact,  I  am  doing  this  now. 

"I  have  two  or  three  little  articles  that  I 
sell,  and  which  bring  me  in  a  little  income. 
They  are  specialties— one  of  them  I  have 
made  for  me,  with  my  name  on  it— and  they 
retail  at  a  price  that  leaves  a  good  profit. 
Taking  them  altogether,  they  bring  me  in 
qtiite  a  respectable  sum.  Most  dealers  have 
got  to  do  something  of  this  kind  now." 


TO  CUT  DOWN  CAPITAL 


American  Bicycle  Co.  Makes  Another  Hove 
in  the  Interest  of  Economy. 


Champion  Thief  or  Liar. 

Unless  .John  J.  Graham  is  a  bigger  liar 
than  he  is  a  thief,  he  holds  the  record  in  the 
cycling  stealing  line. 

Graham  was  gathered  in  by  the  Boston 
police  last  week  and,  according  to  his  con- 
fession, he  rated  it  a  dull  day  when  he  did 
not  place  at  least  one  bicycle  to  his  record 
as  a  thief. 

There  are  now  17  Avheels  at  Police  Head- 
quarters for  which  owners  are  wanted. 

Chief  Watts  has  asked  the  police  of  a 
score  of  cities  and  towns  near  Boston  to  in- 
vite losers  of  wheels  to  call  at  the  Detective 
Bureau  and  look  at  the  bicycles  on  display. 
The  number  there  are  of  all  sorts  and  sizes. 
Most  of  them  are  men's  models. 

Graham  says  he  is  22  and  that  he  lived  at 
one  time  at  Manchester,  N.  H.  In  that 
State  he  served  a  six-months'  sentence  for 
stealing  a  mileage  book.  In  his  confession 
he  admits  having  stolen  wheels  every  day 
since  May  1. 

In  his  confession  Graham  said  that  he  had 
committed  thefts  at  Concord,  N.  H. ;  Wake- 
field, Melrose,  Maiden.  Lexington,  Water- 
town,  Hyde  Park,  Waverley,  Winchester, 
Reading,  Brockton,  Somervllle,  Chelsea,  Cam- 
bridge and  a  number  of  other  places,  the 
names  of  which  he  could  not  remember. 


It  was  officially  given  out  on  Monday  that 
the  directors  of  the  American  Bicycle  Co. 
had  resolved  to  recommend  to  the  stock- 
holders a  reduction  in  the  authorized  capi- 
tal stock  of  the  company,  amounting  to  $80,- 
000,000,  to  .i;26,996.400.  Of  the  authorized 
capital  stock,  something  like  $30,000,000  has 
been  issued.  Exactly  ,|3,003.600  is  held  in 
the  treasury,  of  which  .$2,298,.500  is  common 
stock.  The  idea  is  to  reduce  the  authorized 
capital  to  the  actual  stock  outstanding, 
which  amounts  to  nearly  $27,000,000.  A  spe- 
cial meeting  of  the  stockholders  will  be  held 
on  October  ^30  to  act  upon  the  resolution. 
All  the  large  shareholders  have  already  sig- 
nified their  willingness  to  vote  in  favor  of 
the  reduction. 

It  is  understood  that  a  large  number  of 
industrial  organizations  contemplate  similar 
action.  The  statement  is  made  that  when 
the  craze  to  concentrate  industrial  concerns 
was  at  its  height  promoters  acted  indiscrete- 
ly  In  the  matter  of  capitalizing  the  various 
companies  in  which  they  were  interested. 
Companies  were  incorporated  with  author- 
ized capital  stocks  far  in  excess  of  the  in- 
trinsic value  of  the  underlying  plants. 
Rarely  did  the  demand  for  stock  exceed  the 
supply.  A  number  of  corporations  succeed- 
ed in  unloading  a  large  amount  of  their 
stock  on  an  unsuspecting  public.  Others 
were  not  so  fortunate,  and  now  find  them- 
selves burdened  with  a  lot  of  useless  stock 
that  does  not  appeal  to  the  investing  public. 

Another  i^eason  advanced  for  the  move- 
ment of  certain  industrials  to  reduce  their 
authorized  capital  stock  is  that  in  a  number 
of  States  the  question  is  being  discussed 
whether  authorized  capitalization  of  only 
the  actual  amount  of  stock  issued  by  a  cor- 
poration shall  be  taxed.  As  industrial  com- 
panies can  increase  their  stock  at  will,  pro- 
viding such  increase  is  agreeable  to  share- 
holders representing  two-thirds  of  the  stock, 
they  feel  safe  in  writing  off  a  large  portion 
of  their  stock  in  order  to  escape  possible  in- 
crease in  taxation. 


Kerosene  for  Aluminum. 

Use  kerosene  in  drilling  or  turning  alumi- 
num, advises  one  who  has  used  it. 


Sager's  Cushion  Frame. 

The  irrepressible  J.  Henry  Gager,  of  Roch- 
ester, N.  Y.,  is  "at  it"  again — this  time  with 
a  new  cushion  frame,  over  which  he  waxes 
enthusiastic.  The  rear  stays,  which  extend 
past  the  seat  mast  are  slotted  and  flitted 
with  plunger,  piston  and  coil  springs.  The 
seat  post  mast  is  attached  to  the  bottom 
bracket  on  a  piviot  joint,  the  same  as  is 
used  on  chainless  cushion  frame  wheels.  Mr. 
Sager  proposes  to  put  the  price  so  that  the 
device  can  be  applied  to  any  wheel  at  a  cost 
not  to  exceed  $5. 


THE  BICYCLING  WORLD 


47 


ONE  WOMAN'S  OPINION 


Why  she  Ceased  to  Cycle  and  What  she 
Awaits  to  Renew  her  Interest. 


They  had  been  talking  abont  nothing  in 
particular  and  everything  in  general,  when 
some  one  mentioned  cycling. 

"Cycling?"  repeated  cue  of  the  ladies. 
"Whj',  how  that  brings  up  old  memories, 
and  pleasant  ones,  too!  I  haven't  ridden  for 
two  or  three  years,  and  don't  believe  I  could 
push  a  bicycle  now.    I'm  getting  old. 

"Yes,  it  does  seem  a  long  time  since  we 
used  to  ride.  Almost  before  the  flood,  in 
fact.  But  they  were  glorious  times,  and  I 
would  give  a  great  deal  to  bring  them  back 
again. 

"Do  you  remember  the  days  when  we  used 
to  take  long  trips?  We  would  start  off  early 
in  the  morning,  take  dinner  at  a  hotel  away 
out  in  the  country,  and  get  home  by  night. 
Was  it  on  account  of  its  being  a  new  expe- 
rience that  the}'  were  so  thoroughly  enjoy- 
able, or  were  we  younger  then  and  more 
capable  of  enjoying  things?  I  would  like  to 
know.  Anyway,  it's  all  over  now,  and  we 
have  only  the  remembrance  of  it  all." 

"But  why  did  you  give  it  all  up,  and  why 
don't  you  ride  now,  if  it  gave  you  so  much 
pleasure?"  asked  the  Bicycling  World  man, 
who  had  been  an  interested  listener. 

"No,  no;  I  could  not  do  it,"  came  the  quick 
reply.  "I'm  not  strong  enough.  It  got  to 
be  teri'iblj'  hard  work  toward  the  end.  The 
hills  used  to  almost  kill  me,  and  at  the  end 
of  a  day's  ride  I  v^'ould  be  completely  done 
out.  Really,  I  don't  understand  how  I  was 
able  to  keep  it  up  so  long. 

"By  the  time  everybody  got  to  riding  I 
was  rather  glad  to  quit.  There  was  not  the 
same  pleasure  in  it  as  when  we  were  only 
a  few  and  had  the  roads  almost  to  ourselves. 
It  used  to  make  me  dizzy  to  look  at  the 
liuudreds  of  people  riding  everywhere,  malc- 
ing  a  business  of  it,  their  sole  thought  seem- 
ing to  be  to  cover  the  greatest  possible  num- 
ber of  miles  in  a  given  time.  That  took  all 
the  romance  out  of  it. 

"But  I  never  enjoyed  better  healtli  nor 
had  as  good  a  time  as  when  I  rode.  I  am 
often  tempted  to  take  it  up  again,  now  that 
the  crowd  has  dropped  out.  It  seems  as  if 
it  ought  to  be  just  as  it  was  at  first.  But  I 
know  that  I  can't.  I  got  my  wheel  out  once 
or  twice  and  tried,  but  it  was  pleasant  only 
for  a  few  minutes.  Tlieu  I  would  get  tired 
and  the  wheel  would  push  hard  and  I 
wanted  to  get  down  and  walk. 

"I  do  wish  I  could  talce  it  up  again, 
tliough.  If  we  did  not  have  so  many  hills,  or 
if  our  roads  were  better,  or  if  the  wheel  did 
not  seem  to  push  so  hard,  it  would  be  pos- 
sible. But  as  it  is  I  know  it  is  useless  to 
even  think  of  it." 

"What  you  want  is  a  motor  bicycle,"  said 
the  Bicycling  World  man,  half  jolvingly. 
"That  would  give  you  all  the  pleasure  of  a 
bicycle  without  having  to  push  it." 


"Oh,  would  it?  That  would  be  grand!  To 
liave  something  to  help  you  whenever  yo\i 
got  tired,  sometliing  to  take  the  hard  work 
off  you,  or  all  tlie  work  if  desired— that  is 
what  I  want.  If  a  motor  would  do  all  this, 
then  I  want  one." 


WANT  THEIR  $50,000 


Britishers  With  a  British  Judgment  Come 
Over  to  Attempt  Collection. 


Cushioned  Bar  From  Iowa. 

While  the  anti-vibratory  handlebar  is  al- 
most as  old  as  the  bicycle  itself,  the  Neff 
cushioned  bar,  here  illustrated,  is  easily  the 
neatest,  most  compact  and  most  rational  ap- 
pearing that  has  ever  been  placed  on  tlie 
market.  If  it  is  half  as  good  as  it  looks  its 
makers— Smisor  Bros.,  Webster  City,  Iowa- 
should  not  want  customers. 

The  illustration  really  explains  tlie  con- 
struction and  principle  of  the  bar  so  fully 


that  description  is  unnecessary.  The  inter- 
nal expander  and  the  forward  extension 
demonstrate  its  up-to-dateness.  Only  drop 
forgings  and  seamless  tubing  enter  into  its 
makeup.  The  makers  assert  that  the  bar  is 
perfectly  rigid  on  the  upward  pull,  as  in  hill 
climbing,  the  spring  yielding  only  to  down- 
ward pressure. 

In  these  daj^s  of  motocycles,  and  when 
riders  are  more  inclined  to  consider  their 
comfort,  an  attractive  and  rational  novelty 
such  as  this  should  meet  with  a  consider- 
able sale. 

Koons  Goes  Wrong. 

Harry  Koons,  a  clerk  employed  by  George 
AY.  Nock,  the  Philadelphia  jobber,  was  ar- 
rested on  Fridaj'  last  on  a  charge  of  stealing 
about  $2,000  worth  of  goods  from  the  store. 
L.  Engelhart  was  also  arrested  as  an  accom- 
plice of  Koons.  Nearly  all  of  the  stolen 
property  has  either  been  recovered  or  located. 
Koons  Avas  employed  by  Nock  for  three 
years.  Englehart  was  also  employed  there 
for  a  short  time  last  spring.  It  is  believed 
by  tlie  firm  that  Koons,  unknown  to  Mr. 
Noclv,  had  a  key  for  the  store,  and  that  he 
returned  to  the  store  at  night  and  carried 
off  rubber  tires,  lamps  and  so  on.  He  denies 
the  accusation,  but  Englehart,  it  is  said  by 
a  member  of  the  firm,  acknowledged  that 
Koons  used  to  bring  the  goods  to  Fourth  and 
Walnut  streets,  where  he  would  ^be  in  wait- 


After  vainly  trying  to  collect  in  Great 
Britain  its  judgment  given  against  the  Gor- 
mully  &  Jeffery  Mfg.  Co.,  the  North  British 
Rubber  Co.  has  crossed  the  ocean  and  will 
endeavor  to  make  collection  in  this  country. 

Tlie  United  States  Circuit  Court  at  Chi- 
cago has  been  asked  to  enforce  the  payment 
of  the  judgment  for  $50,000  entered  in  the 
English  Chancery  High  Court  of  Justice 
against  the  Gormully  «&  .Jeffery  Mfg.  do.  in 
favor  of  the  North  British  Rubber  Co.  and 
William  Erskine  Bartlett.  Bartlett  was  the 
inventor  of  the  famous  Clincher  tire. 

The  suit  in  question  grew  out  of  the  al- 
leged infringement  of  the  Bartlett  patents 
on  the  Clincher  style  of  pneumatic  tires. 
The  G.  &  J.  Co.  built  up  a  flourishing  busi- 
ness in  its  beaded  edge  tire  in  Great  Britain, 
and  was  finally  sued  by  the  North  British 
Rubber  Co.  for  infringement.  The  case  was 
stubbornly  fought,  and  finally  went  to  the 
House  of  Lords,  where,  as  in  the  lower 
courts,  the  decision  went  against  the  Amer- 
ican concern. 

The  acquirement  by  the  A.  B.  C.  of  the  G. 
&  J.  Co.  occurred  just  about  this  time. 


Catering  to  the  Celestial. 

The  Chinese  have  an  intense  love  for  pict- 
ures and  artistic  ornamentation,  such  as 
flowers  and  figures,  writes  Consul  Miller 
from  Niuchwang,  where  a  fair  business  in 
bicycles  is  reported.  Those  desiring  to  man- 
ufacture for  the  Chinese  trade  should  make 
a  careful  study  of  this  trait  of  their  charac- 
ter, as  in  most  things  it  will  materially  im- 
prove the  sale  of  their  goods.  Articles  that 
are  to  be  sold  in  packages  should  always  be 
ornamented  to  suit  the  Chinese  taste.  The 
strength  of  the  Chinese  regard  for  orna- 
ments and  pictures  of  a  cheap  nature  will  be 
appreciated  by  observing  the  sale  upon  the 
streets  of  every  Chinese  city  of  pictures  and 
posters,  such  as  are  spread  broadcast  all 
over  the  United  States  free. 


"Motocycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound.  $1. 
The  Goodman  Co.,  Box  649,  New  York.    ••• 


Jones  Buys  Bouril's  Interests. 

The  Manitowoc  (Wis.)  Cycle  Works,  here- 
tofore a  partnership-  of  Charles  Bouril  and 
William  P.  Jones,  is  now  the  sole  property 
of  the  latter,  who  has  purchased  Bouril's 
interests.  The  concern  is  one  of  the  healthi- 
est of  the  smaller  assembling  plants  in  the 
West,  and  does  a  good  business  throughout 
the  State. 

Weston  Goes  West. 

It  is  safe  to  say  that  of  recent  years  than 
the  Barwest  coaster  brake  no  new  device  so 
quickly  won  favor  and  general  acquaint- 
ance. Incidentally,  Frank  F.  Weston,  the 
active  man  in  the  Bai-west  Co.,  left  for  the 
West  this  week  to  further  matters. 


48 


THE  BICYCUNG  WORLD 

ANOTHER  CHAMPION 
ON  A  NATIONAL. 


HE'^ 


IG  HIM  ABOVT 
THE 


DNAL  5ICYCLE 


EDDIE:    "CANNON"    BAI_D    SAYS: 

Buffalo,  N.  Y.,  June  nth,  1901. 
National  Cycle  Mfg.  Co.,  Bay  City,  Mich.  : 

Gentlemen  : — The  Model  44  Cushion  Frame  Coaster  Brake  Chainless  Na- 
tional Bicycle  has  been  one  of  the  most  satisfactory  mounts  I  have  ever  had. 
It  makes  an  ideal  wheel  for  business  purposes,  and  1  can  recommend  it  to  any- 
body desiring  a  complete  bicycle  embodying  all  the  latest  improvements. 

EDDIE  C.  BALD. 


'  :A 


wtw. 


NINE  YEARS'  EXPERIENCE 


is  behind    every    Fisk    Tire    that    leaves    our    factory. 

Our  expert  rubberman  knows  every  hook  and 
crook  of  tire-making. 

There  is  no  tire  virtue  which  he  has  not  in- 
corporated in  the   Fisk. 

No  better  tire  can  be  made  ;  we  doubt  if  any- 
one else  can  make  as  good. 

To  ride  the   Fisk  is  to  run  no  risk. 


BRVNCHES- 
Springfield;        Nkw  York,  qo  Chamber!"  St.;        Syracusf;       Ruffai.o; 
Detroit;     Chicago,  54  State  St.:      San  Francisco,  The  Phil  B.  lickeari 
Co.,  114  Second  St. 

REPAIR  DEPOTS: 

105  Reade  St.,  New  York,  N.  Y.;  168  OMver  St.,  Boston,  Mass.; 

1015  Arch  St.,  Philadei.I'Hia,  Pa. 


FISK  RUBBER  COMPANY 


CHICOPEE  FALLS,  MASS. 


FOUNDED,^ 

a.ndA*5rOCYCLE  REVIEW**®^ 

In  which  is  Incorporated 
.ae  Wheel"  and  the  "American  Cyclist.' 


Published  Every  Thursday 

By 

THE  G©0DMHN  eOMPHNY, 

123^125  Tribune  Building. 

(154  Nassau  Street) 

NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


Subscription,  Per  Annum  [Postage  Paid]  $2.00 
Single  Copies  [Postage  Paid]  ...  10  Cents 
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Invariably  in  Advance. 

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but  Koi  for  advertisements.  Checks.  Drafts  and  Money  Orders 
ihould  be  made  payable  to  The  Goodman  t'oMPANV. 


Entered   as   second-class   matter  at   the  New  York,  N.  Y., 
Post  Office,  September,  lyoo. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  brandies 

111^°*  Change  of  advertisements  ii  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

^^^  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  facilides  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 

New  York,  October  ly,  1901. 


The  Truth  Tritely  Stated. 

Many  of  those  who  came  in  with  the  boom 
and  who,  measm-ing  everything  of  a  cycling 
nature  by  the  height  of  that  abnormal  boom, 
now  fill  the  air  with  pessimism,  forget  one 
thing,  i.  e.,  that  these  existed  a  healthy  cy- 
cling interest  and  a  fairly  healthy  cycle 
trade  before  the  faintest  shadow  of  a  boom 
projected  itself  on  the  screen. 

There  were  manufacturers,  and  every  city 
and  town  had  its  quota  of  dealers.  At  that 
time  none  viewed  the  bicycle  as  a  get-rich- 
quick  medium,  and  all  seemed  content  with 
the  normal  sales  and  profits  which  fell  to 
their  lots.  If  anything,  there  was  then  more 
reason  for  pessimism  than  there  is  now,  but 
little  or  none  existed.  The  skies  did  not 
rain  indigo  simply  because  every  one  in  the 
business  did  not  accumulate  a  fortune  in 
the  course  of  a  season. 

The  point  is  just  this:     As  there  was  a 

cycle    trade    long    before    the    boom    was 

thought  of,  so  will  there  be  a  cycle  trade 

long  after  it  has  been  forgotten. 

The  fact  is  remarked    not  for  the  benefit 


THE  BICYCUNG  WORLD 

of  those  who  are  content  with  normal  condi- 
tions and  returns  and  who  are  not  given  to 
wishing  and  whining  for  impossil)le  and  im- 
probable short  cuts  to  riclies,  but  for  the 
possible  benefit  of  the  impatient  or  jiessi- 
mistic  souls  whose  eyes  have  gone  aslant  be- 
cause of  constant  straining  for  the  coming 
of  another  boom,  or  of  rainbows  that  will 
deposit  brimming  pots  of  gold  at  their  doors. 


Still  Room  for  Improvement. 

Still  waters  run  deep,  says  the  old  saw, 
and  there  is  a  pretty  general  agreement  as 
to  its  truth. 

Is  there  any  similitude  between  such 
waters  and  the  deep  silence  that  still  pre- 
vails regarding  1902  construction?  Does  the 
■\  ery  unusual  lack  of  information  concerning 
such  features  presage  changes  of  impor- 
tance? Or  is  it  because  the  trade  has  noth- 
ing new  to  offer  that  it  refrains  from  taking 
the  public  into  its  confidence? 

The  latter  is  the  more  probable  answer, 
of  course.  Tliere  could  hardly  be  very  much 
fire  without  some  smoke  appearing,  and  in 
the  absence  of  the  latter  it  is  a  fair  inference 
that  there  is  "nothing  doing,"  or  at  least  not 
uiuch. 

It  is  pi-etty  generally  agreed  that  there 
is  small  room  for  change  in  the  standard 
chain  bicycle.  It  has  been  labored  over  too 
assiduously  and  earnestly  during  the  past 
dozen  years  to  stand  in  much  need  of 
change.  One  does  not  look  to  the  carriage 
trade,  for  example,  for  yearly  remodelling 
of  patterns.  Thej-  come  at  much  less  fre- 
qt:eut  intervals. 

It  should  be  remembered,  too,  that  in  the 
bicycles  referred  to  constant  changes  are 
neither  desired  nor  desirable. 

They  are  sold  at  a  price,  a  price  that  can 
rarely  be  exceeded.  Changes  are  costly,  and 
now  that  the  rider  is  no  longer  willing  to 
pay  for  them  they  must  of  necessity  be  few. 

Xevertheless,  there  is  a  field  for  the  de- 
signer, and  the  more  diligently  he  labors  in 
it  the  better  it  will  be  both  for  him  and  for 
the  trade  in  general. 

The  liigher  priced  bicycles— and  this,  of 
coi:rse.  means  the  more  modern  ones — can  be 
still  further  improved,  just  as  they  are  them- 
selves an  improvement  over  the  cheaper 
ones.  The  features  which  distinguish  them 
from  the  standard  machines  have  not  been 
brought  to  absolute  perfection,  nor  has  final- 
ity come  to  claim  them  as  its  own. 

Even  bej'ond  these  features,  however, 
there  are  depths  that  are  yet  untouched. 

Inventors  have  not  devoted  years  of  labor 


49 


— u.sually  A^asted  labor— to  the  improvement 
of  the  bicycle  without  touching  on  weak 
points.  They  have  striven  to  make  it  better, 
to  reach  their  own  or  other  people's  ideals, 
and  their  failure  has  not  always  been  due 
to  the  impracticability  of  the  devices  they 
have  evolved. 

It  may  be,  on  the  other  hand,  that  some- 
thing entirely  new  and  unheard  of  will  come 
to  the  front.  Father  Time  may  have  an- 
other pneumatic  tire,  another  coaster-brake, 
up  his  sleeve,  to  be  drawn  forth  at  the  time 
deemed  fitting. 

At  any  rate,  there  is  sufficient  incentive 
for  designers  to  work  on,  iu  the  hope  of 
stumbling  across  soiue  of  these  epoch-mak- 
ing inventions. 


The  Trade's  False  Friends. 

Having  demonstrated  by  word  and  deed 
their  lack  of  faith  in  the  cycle  trade,  certain 
of  the  journalistic  backsliders  who,  after 
having  fattened  for  years  at  the  cycling  crib, 
are  now  hurrahing  loudly  for  automobiles 
and  the  while  scratching  voraciously  for  the 
plump  pickings  tl:at  they  believe  are  held  by 
the  newer  industry. 

Carrionlike,  however,  their  appetites  are 
still  keen  for  cycling  food,  even  though  their 
hearts  lack  faith  and  regard  for  the  bicycle 
and  the  bicycle  trade. 

•  With  these  publishers  it  is  not  a  case  of 
being  "happy  with  either  were  't'other  dear 
charmer  away";  they  can  be  happy  with 
both,  and  seem  to  imagine  that  while  stab- 
bing the  older  one  in  the  back  they  can  de- 
lude both  charmers  into  believing  that  they 
are  devoting  to  them  equal  and  assiduous 
attention  and  care.  The  effort  is  so  trans- 
parent as  to  be  grotesque,  and  is  deceiving 
few. 

The  one  thorn  in  the  side  of  these  "gay 
deceivers"  is  the  Bicycling  World.  The  fact 
that  it  remains  true  to  the  cycle  trafl^,  and 
that  the  cycle  trade  is  giving  it  its  hearty 
and  substantial  recognition  and  support,  fair- 
ly wrings  the  souls  of  these  itching  and  vora- 
cious backsliders. 

In  their  desperate  endeavors  to  prove 
themselves  deserving  of  the  cycle  trade's 
support  they  show  their  teeth  whenever  the 
Bicycling  World  is  mentioned;  the  mails  are 
loaded  with  blackguarding  references  to  this 
paper,  which  are  returning  with  boomerang 
force  to  their  author.':;  tliey  are  learning  that 
the  cycle  trade  does  not  consider  itself  dead 
or  dying  and  that  it  does  esteem  the  publi- 
cation that  ipiiiains  ti-ue  to  it  and  is  bent 
rot  on  tearin.r;  it  down,  even  bj''  inference. 


50 


THE  BICYCLING  WORLD 


but  on  npliolding  it  without  '"ifs"  or  "buts." 

The  cycle  trade  is  uot  the  tiu  can  to  be  tied 
to  the  tail  of  the  automobile  industry,  that 
these  two  faced  publishers  are  trying 
to  make  of  it.  Their  contentious  that 
cycle  dealers  must  '"take  on"  automo- 
biles or  perish  is  the  cry  of  the  demagogue 
and  an  insult  to  the  intelligence  of  those  en- 
gaged in  the  cycle  industry.  It  is  a  cry 
that  is  leading  the  impressionable  beyond 
their  depths. 

Whatever  the  demand  for  bicycles,  it  is  a 
hundredfold— yes,  a  thousandfold— greater 
than  the  demand  for  automobiles.  For  years 
to  come  it  is  likely  that  this  condition  will 
obtain.  Outside  of  the  larger  centres,  few 
cycle  dealers  have  stores  large  enough,  capi- 
tal great  enough  or  clientage  numerically 
strong  enough  to  embark  in  the  automobile 
business  and  to  make  it  a  paying  invest- 
ment. 

The  price  of  one  of  the  =self-propelled  ve- 
hicles, as  we  have  said  on  previous  occa- 
sions, is  equivalent  to  the  price  of  a  season's 
stock  of  bicycles. 

To  so  divert  capital  and  divide  interest  and 
attention  is  to  weaken  both  the  buying  and 
the  selUng  forces,  and  while  the  quondam 
cycle  journals  that  urge  and  advise  it  may 
line  their  own  pockets  they  are  luring  on 
many  who  will  return  to  curse  them. 

No  man  can  serve  two  masters.  No  pub- 
lication can  serve  two  trades.  All  attempts 
to  so  do  have  failed. 

Where  attempts  to  serve  two  masters  or 
two  trades  are  made  there  must  be  a  division 
of  zeal,  a  division  of  loyalty — it  means  di- 
vided faithfulness,  and  faithfulness  knows 
no  degree  of  division.  One  must  be  either 
"for"  or  "against."  The  fact  is  apparent;  it 
is  incontrovertible. 

The  Bicycling  World  is  for  the  bicycle 
trade  without  "if"  or  "btit"  or  equivocation 
or  reserve  of  any  sort.  It  is  for  the  cycle 
trade,  and  for  no  other.  Our  faith  is  sincere 
and  undiminished.  We  "sink  or  swim,  sur- 
vive or  perish"  with  those  whose  interests 
we  have  served  for  nearly  a  quarter  of  a 
century,  and  for  whom  we  are  .still  serving 
and  will  continue  to  serve,  and  who  have 
accorded  and  are  according  us  their  support. 

To  weaken  or  to  endeavor  to  divert  and 
tui'u  into  oilier  channels  the  forces  of  the 
cycle  trade  savors  of  the  reprehensible  com- 
ing from  within  the  trade.  It  is  significant 
that  the  effoi't  to  that  end  is  being  made  by 
the  mushroom  journals  that  came  into  the 
trade  with  tlie  boom  and  that  went  out  with 
it,  thougli  they  seek  desperately  to  avoid 
realization  and  recognition  of  the  fact.     It 


will  be  cruel  of  any  one  in  the  trade  to  aid 
the  deception.  They  are  going;  let  them  go! 
Tlicy  are  smothering  the  bicycle  in  their 
pages;  chej-  tlieuiselves  deserve  to  be 
smothered. 

If  one's  benevolence  inspires  the  casting 
of  a  crust  to  the  backsliders,  let  it  be  all 
ci'ust.  They  deserve  no  better.  Now  that 
they  are  very  much  less  than  half  bicycle 
papers,  they  are  worth  that  much  less  to  the 
bicycle  man  who  has  money  to  spend.  The 
fact  is  glaringly  apparent.  Pay  them  no 
more.  They  are  simply  using  the  cycle  trade 
as  a  bridge  to  sustain  them  until  they  can 
get  a  secure  footing  on  new  ground,  and 
privately  they  do  not  attempt  to  deny  it. 
They  will  abandon  the  bicycle  entirely  so 
soon  as  they  feel  themselves  safe. 


Saddle  Signs. 

From  the  best  indications  the  hammock 
type  of  saddle,  which  has  steadily  gained 
gi'ound  during  tlie  past  three  years,  will  poke 
its  nose  further  to  the  front  next  season,  if, 
indeed,  it  does  not  turn  the  trade  tide  its 
way. 

The  reports  to  this  effect  constitute  a 
wholesome  sign  in  that  the  hammock  saddle 
is  not  a  cheap  saddle;  it  has  won,  and  is 
winning,  its  position  purely  because  of  its 
"classiness"  and  in  the  face  of  the  ever 
present  obstacle  of  price. 

To  the  unknowing,  no  saddle  appears 
easier  of  manufacture;  to  the  knowing,  none 
is  more  difHcult,  as  not  a  few  saddle  makers 
can  grimly  attest.  All  efforts  to  cheapen  it 
have  failed  so  signally  that  it  may  Avell  be 
writ  that  nothing  is  so  cheap  as  a  cheap 
hammock  saddle. 

Unlike  the  cheap  hard  saddle,  the  cheap 
model  of  the  hammock  or  suspension  type 
does  not  afford  even  a  degree  of  satisfaction. 
It  is  either  good  or  bad;  and,  fortunately 
for  all,  no  successful  attempt  at  disguising 
the  bad  has  vet  been  achieved. 


How  Shall  They  be  Built  ? 

It  is  no  longer  a  question  whether  motor 
bicycles  will  or  will  not  be  built;  that  has 
already  been  answered  in  the  affirmative. 
1'he  problem  now  before  those  interested  is, 
How  shall  it  be  built? 

In  otlier  words,  attention  is  now  being 
centred  on  the  form  of  the  resultant  product. 
As  long  as  there  were  doubts  as  to  its  future 
maUesliifts  could  be  tolerated.  Any  combi- 
nation of  a  l)icycle  and  a  gasolene  motor 
would  do,  iirovided  the  latter  worked  occa- 
sionally.   How  it  was  attached  to  the  bicycle 


made  comparatively  little  difference.  That  it 
sliould  l)e  attached  was  the  all  important 
thing. 

But  all  that  is  being  changed.  Next  year, 
even,  many  buyers  will  have  cut  their  eye 
t(  eth  and  wish  to  know  more  about  the 
machine  offered  tliem  than  the  mere  fact 
that  it  is  a  motor  bicycle.  They  will  begin 
to  ask  questions— (jnestions  that  will  be  to 
the  point. 

There  is  now,  and  must  necessarily  con- 
tinue to  be  for  several  years,  considerable 
diversity  of  opinion  regarding  many  features 
of  motocycle  construction.  But  it  will  not 
be  long  before  certain  broad  principles  are 
laid  down,  certain  do's  and  don't's  tacked  on 
all  .specifications  that  are  anywhere  near 
right,  certain  standards  set  up  that  must  be 
followed  by  those  who  woo  Success. 

This  progress  is  pretty  sure  to  be  along 
-well  defined  lines— lines  that  even  now  can 
be  pointed  otit  with  some  degree  of  exact- 
ness. 


What  Tariffs  Imply. 

Tlie  Associated  Chambers  of  Commerce  of 
(ri-eat  Britain  have  "whereased  and  resolved" 
that  free  trade  is  a  bad  thing  for  the  king- 
dom, and  that  therefore  they  will  welcome 
a  so-called  protective  tariff'. 

Over  here,  where  we  have  seen  and  felt 
and  paid  for  it,  we  have  seen  the  folly  of 
such  a  tariff,  and  would  welcome  the  other 
thing. 

The  tariff  is  the  refuge  of  the  youthful 
and  misguided  nation  and  of  the  old  and 
fearful  one.  In  the  latter  case  it  is  tanta- 
mount to  a  frightened  confession  that  the 
nation,  despite  its  age  and  the  experience 
that  comes  with  age,  is  unable  or  incapable 
of  holding'  the  pace  of  progress — that  it  has 
not  learned  or  cannot  learn  the  lesson  of 
economical  manufacture,  and  cannot  there- 
fore compete  with  its  rivals. 


A  bicycle  is  likened  to  a  travelling  bridge. 
The  diamond  frame  is  the  span  and  the 
axles  of  the  wheels  are  the  abutments  on 
which  it  rests.  The  form  of  the  span,  the 
disposition  of  the  metal  and  the  material 
of  whicli  the  span  is  made  form  a  combina- 
tion which  makes  the  diamond  frame  of  a 
bicycle  the  strongest  span,  or  truss,  in  pro- 
portion to  weight  of  metal  ever  put  to- 
gether. 


It  is  better  to  say  a  little  worse  than  you 
mean  than  to  mean  a  little  worse  than  you 
say 


THE  BICYCUNG  WORLD 


5\ 


POLICY  THAT  PAYS 


r 


"Commercial  Courage"  Best  Describes  it- 
An  Example  of  How  it  Wins  Out. 


"Whew!  That  was  a  narrow  escape!"  ex- 
claimed the  dealer,  as  he  followed  with  his 
eye  the  retreating  form  of  his  customer. 
"How  nearly  I  did  come  to  putting  my  foot 
in  it!" 

The  Bicycline  World  man  betrayed  his  in- 
est,  and  asked  why. 

"That  was  one  of  the  times  when  one  has 
to  think  quickly,"  the  dealer  continued. 
"That  man  has  just  bought  a  chaiuless  ma- 
chine, fitted  with  a  cushion  frame  and 
coaster  brake,  and  there  was  no  old  wheel 
to  take  in  trade.  So  you  can  imagine  what 
such  a  sale  means  at  this  season  of  the  year. 
And  to  think  that  the  fat  was  almost  in  the 
flre,  and  all  my  own  fault,  too! 

"Well,  here's  the  story:  He  came  in  about 
ten  minutes  ago.  He  is  a  well  linown  busi- 
ness man  here,  a  man  noted  for  his  quick- 
ness of  thought  and  action,  and  one  who  is 
always  in  a  hurrJ^  Time  is  money  to  him, 
and  he  never  cares  to  spend  any  more  of  tlie 
latter  than  is  absolutely  necessary. 

"He  came  at  me  with  a  jump.  His  boy 
wanted  a  bicycle— a  foolish  desire,  of  course, 
but  he  supposed  it  would  have  to  be  grati- 
fied. The  next  thing  was,  which  bicycle 
was  the  best,  how  little  could  it  be  bought 
for,  could  it  be  delivered  this  afternoon,  and 
why  was  it  the  best?  These  questions  were 
thrown  at  me  in  a  quick,  incisive  way  that 
impelled  replies  of  a  like  fashion.  I  pulled 
myself  together,  resolved  to  play  for  iiigh 
stakes,  and  plunged  in. 

"At  the  first  mention  of  $75  he  darted  at 
me  a  look  that  almost  accused  me  of  at- 
tempting to  extract  that  sum  from  his  pock- 
etbook  with  felonious  intent.  He  repeated 
the  sum  after  me  with  a  world  of  meaning, 
remarking  significantly  that  this  was  1901. 
I  gasped  and  struggled  desperately  to  get 
my  wits  together  and  frame  a  suitable  reply. 

"He  cut  me  short  with  a  demand  to  know, 
pointing  to  the  wheel  that  happened  to  be 
nearest  to  him,  how  much  that  one  was.  As 
luck  would  have  it,  this  was  one  of  the 
cheapest  machines  that  I  had  in  the  place— 
a  machine  of  good  reputation  and  one  that 
was  really  good  value  at  the  price.  Me- 
chanically I  told  him  this.  The  while  I 
tried  to  decide  whether  it  was  best  to  hold 
out  for  the  high  priced  machine  or  clinch 
the  sale  on  this  one.  Such  a  sale  would  be 
something,  and  it  coiild  be  made  without 
difliculty  and  without  danger.  Why  not  f  nd 
it  right  now? 

"At  the  thought,  however,  my  gorge  rose, 
and  I  made  up  my  mind  to  take  a  stand. 
The  bicycle  business  was  in  a  bad  way,  I 
thought,  but  I'd  be  hanged  if  it  is  as  bad  as 
all  that.  Here  was  a  man  with  the  money 
to  pay  for  a  good  bicycle  and  a  willingness 
to  do  so  if  he  could  be  convinced  that  he 


was  getting  value  for  his  money.  Why, 
then,  should  he  be  allowed  to  purchase  a  •'}<25 
machine— just  such  a  one  as  a  laboring  man 
making  $10  a  week  would  get— and  go  away 
thinking  that  the  bicycle  business  had  really 
gone  to  the  dogs  and  that  the  best  there 
was  could  be  had  for  such  an  absurd  figure? 
Not  if  I  could  help  it  would  such  be  +he 
case. 

"So,  my  anger  possessing  me,  I  burned  ujy 
ships  behind  me,  and  in  a  few  words  gave 
him  my  opinion  of  the  cheap  machine.  Then 
I  passed  to  the  best  one  I  had  in  the  store, 
and  told  him  again  and  again  that  it  was 
the  one  he  ought  to  buy,  and  why.  If  it  was 
a  matter  of  price,  I  said,  if  he  did  not  care 
to  pay  the  price  of  a  good  machine  he 
should  get  the  cheap  one,  by  all  means.  But 
if  he  wanted  something  that  represented  the 
highest  type  of  cycle  construction,  some- 
thing that  would  be  far  and  away  superior 
to  anything  he  could  buy  at  or  about  tlie 
first  figure,  here  was  his  opportunity,  and 
this  was  the  price.  Then  I  went  on  to  tell 
him  just  why  one  was  superior  to  the  other, 
pointing  out  the  new  features  and  describ- 
ing them  in  detail. 

"I  guess  I  must  liaA'e  impressed  him.  1 
was  so  much  in  earnest.  At  anj-  rate,  he 
waited  until  I  paused,  and  then  said  that  I 
could  send  the  high  priced  machine  around 
to  liis  liouse.  And  without  another  word  lie 
walked  out  of  the  store. 

"When  I  finally  realized  this,  and  recol- 
lected how  nearly  I  had  come  to  hauling 
down  the  flag,  I  hardly  knew  whether  I  Avas 
,  on  my  head  or  my  heels.  But  I  certainly 
felt  thankful.  And  I  feel  sure  that  if  we 
dealers  were  more  in  the  habit  of  taking  the 
bull  by  the  horns  in  this  manner  there 
would  be  a  change  for  the  better." 


THE  TWO  EXPOSITIONS 

Tlie  Parts  Played  by  tlie  Bicycle  at  World's 
Fair  and  Pan==American. 


The  Universal's  Award. 

The  Pan-American  award  of  a  silver  medal 
to  the  Universal  Coaster  Brake  sfriply 
serves  to  direct  renewed  and  greater  atten- 
-tion  to  that  device.  The  merits  of  the  Uni- 
versal had  already  impressed  those  who  go 
below  the  surface  of  things,  and  this  award 
is  calculated  to  help  the  device  come  3uore 
fully  into  its  own.  It  is  fair  to  say  that  the 
only  reason  that  it  did  not  get  a  gold  medal 
is  because  only  silver  medals  were  awarded 
in  its  class. 


Burroughs  Gets  his  Discharge. 

W.  H.  Burroughs,  the  New  York  cut-price 
jobber  who,  trading  as  the  Burroughs  Cycle 
Co.,  recently  went  into  insolvency,  has  been 
granted  a  discharge  in  bankruptcy  by  the 
United  States  Court.  He  swore  off  debts 
amounting  to  $8,397. 


How  to  Copper  Wire. 

To  copper  the  surface  of  iron  or  steel 
wire  have  the  wire  perfectly  clean,  then 
wash  with  the  following  solution,  when  it 
will  present  at  once  a  coppered  surface: 
Rain  water,  three  pounds;  sulphate  of  cop- 
per, one  pound. 


To  the  man  fond  of  ins-tituting  compari- 
sons there  is  food  for  thought  in  the  differ- 
ence between  the  bicycle  exhibits  at  the 
Pan-American  Exposition  and  the  Woi-ld"s 
Pair  in  Oiicago  in  1893. 

The  latter  came  just  before  the  "boom," 
the  former  are  made  after  it  has  receded. 
Bicycles  were  more  in  the  public  eye  in 
1893  than  t'ney  are  now,  even  though  not  so 
nian.y  of  thtm  were  used.  In  the  former 
year,  however,  people  talked  bicycle  quite 
as  much  as  they  rode  it.  Nowadays  it  is 
quite  the  other  way. 

Tliat  the  Chicago  exhibit  should  have  been 
much  the  larger  and  more  comprehensive  is 
only  natural.  It  was  all  this.  Beside  the 
home  product,  or  even  ahead  of  it  in  the 
elaborateness  of  the  stands,  the  showing  of 
machines,  etc.,  there  were  the  bicycles  of 
foreign  manufacture— British,  of  course,  al- 
most exclusively. 

Neither  pains  nor  expense  had  been  spared 
to  make  the  displays  attractive.  But  it  is 
only  plain  truth  to  say  that  they  did  not  at- 
tract. 

There  were  no  crowds  around  any  of  the 
stands.  Even  visitors  strolling  casually 
through  the  building  paused  only  long- 
enough  to  see  that  bicycles  were  shown,  and 
then  passed  on.  Occasionall.y  people  would 
come  there  in  search  of  a  particular  exhibit, 
but  this  was  all. 

At  Buffalo  this  year  tiie  bicycle  exhibits 
totalled  only  t'aree — these,  of  course,  being- 
all  native.  No  attempt  had  been  made  to 
rival  the  rich  and  ornate  displays  of  the 
World's  Fair,  or  to  emulate  them  in  point 
of  cost.  But  there  were  taste  .and  intelli- 
gence shown  in  the  arrangements  of  the  ex- 
hibits, care  taken  to  keep  everything  In 
apple-pie  order,  attention  given  to  inquirers 
or  observers. 

Nevertheless,  these  three  exhibits  did  re- 
ceive attention.  People  stopped  and  looked, 
asked  for  catalogues,  made  inquiries. 

Whether  it  was  idle  curiosity  that 
prompted  them,  the  craving  of  the  souvenir 
fiend  for  "free  graft,"  or  a  real  desire  for 
information,  is  another  matter.  But  there 
was  an  interest,  and  that  fact  alone  stood 
out  in  marked  contrast  to  the  reception  met 
with  by  the  exhibits  seven  years  before. 


Present  Conditions  Properly  put. 

"The  bicycle  craze  has  died  out  and  the 
beautiful  little  machine  no  longer  is  a  fad, 
but  it  has  taken  its  place  as  a  'common  car- 
rier,' furnishing  men  of  limited  means  the 
opportunity  of  shortening  distances  and  sav- 
ing time,"  is  the  sane  view,  aptly  expressed, 
of  Malcolm  McDowell. 


52 


THE  BICYCUNG  WORLD 


mm 


THERE'S 
NOTHING  BETTER 

SIMPLY 
BECAUSE 

NOTHING  BETTER 


CAN  BE  MADE. 


Does  not  a  tire  of  the  sort 
appeal  to  you? 


KOKOMO  Rubber  Co. 
OKOMO,  Indiana., 


u^^^ 


THE  BICYCUNG  WORLD 


53 


GEARS  AND  WEIGHTS 


Why  Reform  in  These  Particulars  is  Desir= 
able  if  not  Demanded. 


I 


I 


"Why  don't  you  preach  against  high 
gears?"  asliecl  au  old  rider  of  the  Bicycling 
World  man  the  other  day.  "They  have  done 
more  to  hurt  cycling  than  any  other  thing 
tliat  could  be  mentioned." 

He  was  reminded  that  this  was  a  subject 
that  had  been  threshed  out  again  and  again, 
until  there  was  nothing  new  left  to  be  said 
and  nothing  old  that  had  not  been  said  a 
hundred  times.  Notwithstanding  all  this, 
people  continued  to  ride  higii  gears  just  the 
same  as  if  they  had  been  praised  to  the 
skies. 

"Well,  'but  j'ou  ougiit  to  start  in  again," 
he  persisted.  "I  used  to  ride  a  92  gear;  a 
year  ago  I  came  down  to  an  82  inch,  and 
now,  if  I  live  until  next  season,  I  shall  drop 
another  10  inches.  That  will  bring  me  down 
to  about  where  I  ought  to  be. 

"You  ought  to  say  something  about  high 
gears  on  women's  bicycles,  too.  I  don't  won- 
der that  so  many  women  have  quit  riding. 
The  surprising  part  of  it  is  that  they  kept 
at  it  so  long.  Just  loolv  around  at  the  aver- 
age drop  frame  machine  and  then  say 
whether  you  can  express  surprise.  You  will 
find  that  women  have  had  to  use  machines 
that  were  heavier  than  men's  and  geared 
just  as  high.  Is  it  any  wonder  that  they 
complained  that  cycling  became  hard  work 
after  a  while? 

"Give  a  woman  a  twenty  pound  machine, 
with  a  gear  somewhere  in  the  neighborhood 
of  60,  and  she'll  And  that  it  is  a  pleasure  to 
cycle.  But  with  the  average  woman's  wheel 
it  is  just  the  contrary,  and  that's  why  she 
has  dropped  out." 

There  is  more  truth  in  this  allegement  than 
is  altogether  pleasant  to  contemplate. 

Heavy  wheels  women  had  to  contend  with 
at  first,  of  com-se.  In  the  old  solid-tire  days 
their  machines  frequently  exceeded  fifty 
pounds— a  weight  that  seems  almost  incred- 
ible now.  But  ttiey  were  geared  low— 52 
inches  was  about  the  average— and  they  were 
used  by  only  a  few  women.  Young  and  ac- 
tive ones  usually  they  were,  and  even  with 
all  their  enthusiasm  and  vitality  they  had  no 
easy  task. 

Had  it  not  been  for  the  appearance  of  the 
pneumatic  tire  and  tlie  reduction  in  weights 
that  followed  close  on  its  heels,  cycling  for 
women  would  never  have  assumed  any  re- 
markable proportions.  These  threw  the  pas- 
time open  to  nearly  all  women,  and  it  was 
taken  advantage  of  to  the  full.  But  it  will 
be  recalled  that  most  manufacturers  made  a 
specialty  of  light  drop  frame  machines,  and 
it  was  these  that  had  the  greatest  popularity. 

Then,  too,  high  gears  did  not  make  their 
appearance    at    first.     In    1894    and    1895 


women's  machines  were  pretty  nearly  ideal 
in  the  two  matters  of  gear  and  weight.  The 
former  was  in  tlie  neighborhood  of  CO  inches, 
the  latter  not  very  far  in  excess  of  twenty 
pounds.  It  is  not  remarkable  that  they  were 
very  satisfactory. 

Since  then  construction  has  undergone 
great  improvement,  but  it  is  no  heresy  to 
assert  that  in  the  respects  mentioned  de- 
signing has  not  advanced.  There  is  room 
for  such  an  advance,  and  it  will  come  some 
day. 

The  same  is  true,  although  in  a  much  less 
degree,  as  far  as  men's  machines  are  con- 
cerned. Weights  can  be  cut  to  advantage, 
and  gears  should  by  all  means  be  reduced, 
and  materially  reduced.  It  is  plain  that 
riders  will  not  demand  these  changes;  it 
might  be  well  for  the  trade  to  give  them 
witliout  being  asked  and  see  if  they  would 
not  accomplish  some  good. 


BLOCKS  AND  ROLLERS 


striking  Difference  in  Chains  Used  Here  and 
Abroad — Reasons  Advanced. 


What's  the  Matter  With  Boston? 

"I  don't  know  who  the  dealer  was  who 
told  you  that  while  Boston  itself  is  dead  its 
suburbs  are  alive  with  bicycles,  but,  whoever 
he  may  be,  his  observations  do  not  agree 
with  mine,"  remarked  the  veteran  Will  R. 
Pitman  in  commenting  on  an  interview 
which  appeared  in  last  week's  Bicycling- 
World. 

"I  have  just  returned  from  a  somewhat  ex- 
tended trip  up  that  way,  and  of  all  the 
places  I  visited  Boston,  in  which  I  include 
its  beautiful  parkways  and  suburbs,  was 
easily  the  most  deserted  village,  cyclingly 
speaking.  Even  on  the  most  perfect  roads 
I  saw  few  bicycles.  On  the  occasion  of  tl# 
Boston  Bicycle  Club's  annual  "Wheel  About 
the  Hub"  the  sight  of  twenty-two  of  us  on 
bicj'cles  was  apparently  so  strange  and  un- 
usual that  the  people  actually  stopped  and 
stared  at  us  in  open  mouthed  wonder. 

"The  conditions  are  simply  un-understand- 
able.  That  such  a  beautiful  country,  inter- 
sected by  such  glorious  roads,  should  be  so 
little  appreciated  is  beyond  me.  There  must 
be  something  the  matter  with  the  people  or 
witli  the  men  who  are  in  the  business  to  sell 
them  bicycles. 

"In  Springfield,  onlj'  two  hours  from  Bos- 
ton, the  conditions  are  reversed.  There 
every  one  seems  to  ride.  The  streets  seemed 
alive  with  bicycles.  It  seemed  as  if  there 
was  one  or  more  in  front  of  every  store  on 
Main  street." 


Claims  "Coast"  is  Canadian. 

The  origin  of  the  word  "coast"  has  always 
been  a  moot  point.  Many  apparently  plausi- 
ble derivatives  have  been  advanced,  but  all 
have  failed  of  general  acceptance.  In  stamp- 
ing one  of  these  as  "not  a  bad  impromptu 
but  scarcely  satisfactory  to  the  scholar,"  an 
English  M.  A.  with  calm  assurance  avows 
that  the  word  "  'coast'  is  Canadian,  and  in 
Canada  it  is  used  in  tobogganing  as  a  term 
for  descending  a  hill  slope."  It  probably 
originated  with  the  French  Canadians,  he 
says,  "since  it  is  evidently  derived  from  the 
French  cote,  a  hill,  or  hillside." 


One  of  the  many  points  of  difference  be- 
tween this  country  and  Great  Britain  in  the 
matter  of  cycle  practice  is  found  in  the  con- 
struction of  chains. 

Across  the  water  the  roller  chain  is  ubiqui- 
tous and  wellnigh  universal.  Here  its  use  is 
restricted,  the  block  type  still  holding  the 
popularity  which  it  has  had  for  almost  a 
decade.  Nor  is  there  the  slightest  sign  of  a 
change  in  either  country.  In  each  the  belief 
in  the  chain  of  its  choice  appears  to  be 
firmly  rooted. 

It  is  curious  to  note  the  explanation  of  one 
of  tlie  foremost  English  chainmakers  for  the 
British  liking  for  roller  chains.  Its  better 
conduct  under  adverse  conditions  figures 
prominently,  of  course.  When  the  chain  is 
dirty,  it  is  pointed  out,  the  block  type  is  at  a 
disadvantage.  One  would  think  it  a  fair 
inference  from  this  that  American  riders 
keep  their  chains  cleaner  than  do  British 
ones.  But  the  liking  of  the  latter  for  gear 
cases  would  seem  to  put  this  theory  at 
naught.  Or  is  it  possible  that  gear  cases 
have  really  gone  out  of  fashion,  even  in 
the  "tight  little  isle"? 

"Now,  it  has  been  thought  by  some,"  says 
the  chainmaker  referred  to,  C.  R.  Garrard, 
"that  the  roller  was  superfluous;  let  us  see 
why  we  put  the  roller. 

"There  have  been  immense  quantities  of 
chains  made,  known  as  block  chains.  Now, 
we  see  that  when  the  block  (in  this  case) 
enters  the  tooth  space  it  goes  to  the  bottom 
of  the  space  at  one  side  of  it,  and  during 
about  half  a  revolution  it  has  to  creep  under 
pressure  to  the  other  side  of  the  said  gap  or 
space,  then  the  chain  straightens  itself  and 
takes  it  out  of  the  tooth. 

"Now,  the  tooth  and  the  block  have  very 
small  areas  of  contact,  the  outside  of  the 
block  or  roller  is  In  the  best  position  for 
catching  dirt,  grit.  etc..  and  in  actual  prac- 
tice lots  of  cutting  and  mutilation  have  taken 
place  in  'block"  chains,  and  a  general  aban- 
donment of  their  use  has  ensued.  The  roller 
has  the  same  dirt  and  grit  to  contend  with, 
and  the  same  very  small  area  of  contact, 
but  the  movement  does  not  take  place  be- 
tween the  outside  of  the  roller  and  the  tooth; 
the  roller  sticks  and  binds  on  the  tooth  under 
the  pressure,  and  its  larger  and  better  pro- 
tected area,  viz.,  between  the  inside  of  the 
roller  and  the  sleeve,  gives  the  movement 
during  the  creep  under  pressure. 

"A  table  will  show  tliat  the  loss  in  the 
turning  effort  of  the  roller  is  only  some  55 
per  cent  of  that  of  the  block  chain  (both 
dirty)."  

F.  E.  Castle,  of  the  20th  Century  Mfg.  Co., 
is  en  route  to  'Frisco  on  his  annual  visit  to 
the  coast.  He  is,  of  course,  also  "making" 
the  larger  cities  on  the  route. 


54 


THE  BICYCUNG  WORLL 


WE  ARE  EXCLUSIVELY 


MANUFACTURERS  OF  TIRES. 


Our  efforts  are  concentrated  in  the 
endeavor  to  produce  the  highest 
grade  articles  that  can  be  produced. 


The  most  successful  types  now 
for  particular  people  who  desire 
The  Best  are  these  two : — 


HARTFORD 


DUNLOP 


SINGLE  TUBE 


DETACHABLE 


TIRES. 
TIRES. 


WE   MANUFACTURE   AND  SELL  THEM    BOTH. 


AMU  DCIUIdUIRCD  ^^^  could  never  have  built  such  an  enormous  business  as  we 
Mil  II  HCIflClflDdl  have  to-day  had  we  not  made  each  pair  of  tires  as  if  our  very  rep- 
utation depended  upon  their  quality 


THE  HARTFORD  RUBBER  WORKS  CO.,  hartford,  conn 

BRANCHES: 

Boston.  New  York.  Philadelphia.  Washington.  Buffalo.  Cleveland. 

Detroit.  Chicago.  Minneapolis.  Denver.  San  Francisco. 


THE  BICYCLING  WORLD 


55 


GOING  OVER  OLD  GROUND 


How  the  Motor  Bicycle  Parallels  the  Pneu- 
matic Tire — Influence  of  Guarantees. 


No  better  augury  for  the  success  of  the 
motor  bicycle  next  year  could  exist  than  is 
found  in  the  announced  determinatiou  of 
more  than  one  manufacturer  to  stand  back 
of  it  with  a  broad  and  liberally  interpreted 
guarantee. 

No  move  could  do  more  than  this  to  gain 
or  restore  public  confidence  in  such  ma- 
chines. With  the  introduction  of  all  new 
things  there  must  follow  some  trouble.  This 
should  be  looked  after  and  removed  wher- 
ever possible.  It  is  not  reasonable,  it  is  not 
even  good  policy,  to  place  the  burden  of  this 
on  the  purchaser  and  make  him  pay  the 
piper  for  his  own  dancing.  There  should  be 
a  buffer  interposed  between  him  and  the  in- 
evitable troubles  that  follow  in  the  train  of 
anything  of  this  kind,  and  no  one  is  better 
qualified  to  play  this  part  than  the  manu- 
facturer and  seller  of  the  article  in  questipn. 

It  will  be  recalled  that  the  pneumatic  tire 
went  through  the  same  experience.  Further- 
more, it  was  not  imtil  the  trade  relieved  the 
rider  of  tlie  burden  that  he  placed  his  full 
confidence  in  their  air  tire.  Starting  from 
that  point,  it  entered  upon  the  career  of 
success  that  has  marked  it  ^ince. 

With  the  early  tires  the  same  policy  that 
now  obtained  was  followed.  The  maker 
guaranteed  the  tire  against  defects  in  mate- 
rial and  workmanship,  and  when  these  de- 
veloped he  made  good  his  guarantee.  But 
this  fell  far  short  of  what  was  desired — nay, 
needed.  There  was  at  first  a  wide  and  deep- 
seated  distrust  of  the  Irish  invention  in  the 
matter  of  its  ability  to  hold  air.  If  it  failed 
to  do  this— whether  by  reason  of  puncture  or 
slow  leakage — the  ditticulties  in  the  way  of 
repairing' it  were  so  great  that  they  daunted 
almost  every  one  who  contemplated  them. 

To  make  matters  infinitely  worse,  this  fail- 
ure to  hold  air  did  not  affect  the  guarantee. 
A  puncture  was  a  misfortune  the  burden  of 
which  was  borne  by  the  rider.  He  had  to 
repair  it,  or  have  it  repaired,  and  the  cost 
of  such  repair  was  very  great. 

It  is  very  probable,  in  the  light  of  after 
events,  that  the  pneumatic  tire  would  have 
won  out  just  as  completely  in  the  end  had 
nothing  toeen  done  to  allay  the  suspicion 
with  which  it  was  at  first  regarded.  But  it 
is  very  certain  that  its  progress  would  have 
been  much  slower.  It  is  to  the  credit  of  the 
tire  manufacturers,  however,  that  they  did 
not  wait  to  test  the  matter.  They  sized  up 
the  situation,  and  came  out  with  a  broad 
guarantee  that  covered  punctures  as  well  as 
defects  in  construction. 

The  result  was  that  the  public  forgot  or 
laid  aside  its  distrust  and  "plumped"  for  the 
air  tire.  The  new  plan  worked  well;  it  cost 
the  makers  some  money,  and  entailed  a  lot 
of  work  and  aijnoyance,  but  it  soon  caused 


the  retirement  of  all  other  forms  of  tires- 
even  the  arched  cushion. 

The  time  came  when  the  puncture  guaran- 
tee feature  had  outlived  its  usefulness.  Punct- 
ures became  more  infrequent,  and  their  re- 
pair was  a  matter  that  caused  small  concern. 
They  could  be  repaired  quickly  and  at  small 
cost.  Therefore,  this  clause  in  the  guarantee 
was  rescinded,  and  it  again  applied  to  de- 
fects only,  just  as  a  guarantee  should  do. 
There  was  but  little  outcry,  and  in  a  very 
short  time  tl;e  matter  was  forgotten. 

So  it  should  be,  and  probably  will  be,  with 
the  motor  bicj-cle.  The  liability  of  the  manu- 
facturer should  begin  and  end  with  his  asser- 
tion that  the  machine  is  free  from  defects  of 
workmanship  and  construction;  the  time  will 
come  when  it  will  do  this  and  no  more. 

But  that   time   is   not   here   now,    and   in 


MEDICINE  FOR  BURNT  STEEL 


Morgan  &WrightTires 

ARE  GOOD  TIRES 


New  York  Branch:    214-216  West  47th  Street. 


recognizing-  this  fact  the  trade  shows  a  pre- 
science worthy  of  high  praise.  Something 
more  is  required  to  induce  purchases  on  a 
large  scale.  The  confidence  that  manufact- 
urers feel  in  their  goods  must  be  communi- 
cated to  the  buyers.  They  must  be  con- 
vinced, must  be  assured  that  the  motor  bi- 
cycle is  no  experiment,  no  patchwork  thing 
for  them  to  pay  for  and  perfect,  but  a  re- 
liable, practical  vehicle,  worthy  of  a  place  in 
every  household. 

In  no  way  can  this  be  so  well  done  as  by 
making  the  guarantee  broad  in  letter  and 
even  more  liberal  in  spirit. 

The  motor  that  does  not  go  should  be 
made  to  go,  or  it  should  be  taken  away  at  no 
cost  to  the  owner.  The  motor  that  is  con- 
tinually giving  trouble  should  be  dissected 
and  the  trouble  located;  then  the  responsi- 
bility should  be  fixed  and  instructions  given 
which  should  result  in  an  improvement;  and, 
as  before,  the  owner  should  be  dealt  with 
leniently  and  charitably.  Such  treatment 
will  repay  its  cost  many  times  over. 


Here's  the  Man  Who  Upholds  it  and  Who 
Produces  His  Prescription. 


"While  there  are  those  who  speak  in  de- 
cidedly sceptical  terms  of  certain  'secret' 
'powders'  or  'medicines'  for  restoring  burnt 
si  eel,  says  a  contributor  to  the  American 
Machinist,  I  would  like  to  say  that  for  eight 
or  nine  years  I  have  known  of  and  used  such 
a  preparation. 

"I  have  no  reason  to  believe  that  this 
'medicine,'  as  it  was  called  by  the  first  black- 
smith whom  I  saw  using  it,  will  make 
spoiled  steel  'better  than  before,'  or  that  it 
will  justify  any  one  in  buying  poor  steel  and 
trying  to  make  good  steel  out  of  it,  nor  will 
it  warrant  the  deliberate  abuse  or  burning 
of  good  steel.  But  I  know  from  experience 
that  it  will  render  valuable  service  where 
steel  has  been  burned  or  maltreated  under 
the  hammer  till  it  is  full  of  fiaws  and  about 
spoiled.  For  instance:  I  have  often  taken  a 
common  rock  drill,  a  pick  or  a  cold  chisel 
which  has  been  burned  and  hammered  (I  be- 
lieve more  tool  steel  is  spoiled  by  the  hammer 
than  the  fire)  till  it  is  full  of  visible  flaws  and 
ready  to  fly  to  pieces  at  a  touch  of  the  ham- 
mer, and  I  have  completely  cured  it,  so  that 
it  would  stand  as  much  hard  Avork  as  a  good, 
new  piece  of  the  same  steel,  and  that  is  say- 
ing considerable,  especially  in  the  case  of  the 
drill. 

"Heat  the  specimen  to  be  treated  some- 
what hotter  than  is  required  for  welding,  roll 
or  dip  it  in  the  'medicine'  till  it  is  thoroughly 
coated,  bring  it  again  to  a  welding  heat,  dip 
'quickly  in  the  'medicine'  and  hammer  thor- 
oughly—not to  'drive  the  virtues  in,'  but  to 
be  sure  that  all  cracks  and  flaws  are  com- 
pletely welded— then  draw  and  temper  the 
same  as  usual.  If  the  specimen  has  consid- 
erable size,  or  if  it  still  shows  imperfections, 
repeat  the  dose.  The  result  will  surprise  any 
one  who  has  not  tried  it,  and  I  find  it  pays 
to  have  this  stuff  always  handy  to  the  forge, 
nearly  as  much  so  as  borax  or  sand. 

"Any  one  may  try  it  for  a  few  cents.  It  is 
simply  carbonate  of  iron  and  powdered 
borax,  equal  quantities,  mixed.  It  can  be 
had  at  any  drug  store.  An  excess  of  borax 
will  do  no  harm,  as  the  hot  steel  will  pick 
up  the  borax  faster  than  the  other,  and  after 
a  time  you  will  need  to  add  more  borax.  It 
won't  cost  a  dollar  to  try  it." 


To  Harden  Small  Tools. 

To  harden  small  tools  or  articles  that  are 
likely  to  warp  in  hardening,  heat  very  care- 
fully, and  insert  in  a  raw  potato,  then  draw 
the  temper  as  usual.  A  bar  of  hard  soap  is 
also  good,  but  will  not  make  the  tool  as 
hard  as  the  potato  will. 


"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocydes  and  How  to  Man- 
age Them."  $1.  The  Goodman  Co.,  Box  649, 
New  York.  ••• 


To  Soften  Steel. 

Heat  steel  to  a  low  cherry  red,  and  when 
cooled  so  it  is  black  in  a  dark  place  cool  in 
the  juice  or  water  of  common  beans. 


64 


THE  BICYCLING  WORLD 


m TUCKER 


All  Styles 


TUCKER  BICYCLE 
*     WOODWORK  CO., 

URBANA,  OHIO. 


WOOD  RIM 


Qet  Prices 


C.  J.  IVEN  &  CO., 

ROCHESTER,  N.  Y. 
Sole  Selling  Agents. 


He's  Coming 


The  Bicycle  Manufacturer 

who  will  make  the  Morrow  Coaster  Brake  a  part  of  his  standard  equipment. 

The  opportunity  is  a  rich  one  and  is  open  to  all  comers.  Who'll  be  first  to 
see  it  and  take  advantage  of  it  ? 

Who's  your  guess  ? 

The  MORROW  merits  the  right  to  be  classed  as  useful  and  as  pleasure- 
giving  as  the  pneumatic  tire,  and  as  the  tire  is  a  necessary  part  of  the  equipment 
of  a  bicycle,  so  will  the  Morrow  become. 


Eclipse  Manufacturing  Co.,   Elmira,  N.  Y. 


BEGINNING  OF  THE  BICYCLE 


How  the  Pedal=Propelied  Machine  Came  lii' 
to  Bein); — Interesting  Reminiscence. 


Who  first  fitted  crauks  and  pedals  to  the 
front  wheel  of  a  two  wheeled  velocipede  and 
thereby  constructed  the  first  bicycle?     . 

With  the  exception  of  "Who  made  and 
who  used  the  first  bicycle  in  England?"  the 
Sphinx  never  propounded  a  more  profound 
and  diflicult  problem,  says  the  English  vet- 
eran, Harry  H.  Griffin,  in  a  paper  dealing 
intelligently  and  well  with  a  subject  dealt 
with  by  many  before  him. 

Strange  as  it  may  appear,  incredible  as  it 
may  seem,  the  early  history  of  the  modern 
bicycle,  more  particularly  in  England,  Is,  he 
says,  enshrouded  in  an  impenetrable  veil  of 
mystery  and  doubt,  despite  the  comi^arative- 
ly  recent  period  of  its  introduction,  little 
more  than  a  single  generation  ago. 

HOW  HISTORY  WAS  JUGGLED. 

The  ditficulty  of  tracing  the  line  of  de- 
velopment back  to  its  point  of  origin  lias 
been  enormously  increased  by  irresponsible 
scribblers  and  the  reckless  assertions  of  those 
with  unreliable  memories.  To  jump  forward 
in  order  to  look  backward — there  was  a 
glaring  instance  of  this  at  the  Stanley  Show 
held  at  the  Crystal  Palace  in  1891— an  in- 
teresting loan  collection  of  old  cycles  was 
brought  together,  but  unfortunately  the  com- 
mittee, with  blind  and  innocent  faith,  ac- 
cepted the  dates,  in  most  cases  ridiculous, 
placed  on  the  machines  by  the  lenders.  As 
a  consequence  bic.vcles  built  in  1872-'73  were 
labelled  "1802"  and  so  on.  What  was  worse, 
the  press  generally  accepted  these  dates, 
for  lack  of  'better  knowledge,  and  thus  his- 
tory became  worse  confounded,  particularly 
as  the  high  prestige  of  the  Stanley  Club 
gave  a  sort  of  artificial  guarantee  to  what  it 
had  accepted. 

Five  years  later  the  present  writer  was 
asked  to  supervise  and  arrange  a  similar 
collection  held  in  connection  with  the  Crys- 
tal Palace  Carriage  and  Motor  Car  Exhibi- 
tion, opened  in  May,  1896.  The  dates  given 
by  many  possessors  of  old  cycles  were  ab- 
si.rd  In  the  extreme.  Bicycles  claiming  to 
have  been  l)nilt  in  the  early  and  middle  six- 
ties were  common.  One  gentleman  offered  a 
•'bicycle  built  in  ISCl."  On  being  pressed 
fo]'  proof  he  replied.  "Some  one  told  me  so; 
that  is  good  enough  for  me."  Such  is  the 
slender  foundation  for  most  cycle  history. 
As  far  as  was  possible  the  correct  date  was 
put  to  every  machine  in  that  show,  though 
some  owners  did  not  appreciate  the  naked 
truth. 

BIRTHPLACE  OF  THE  BICYCLE. 

From  the  commercial  point  of  view  the  in- 
ventor of  the  bicycle  was  undoubtedly  a 
French  mechanic  named  Pierre  Lallement, 
and  his  invention  came  to  birth  in  180.~)-"G0. 
He  was  employed  by  M.  Michaux,  a  c.-irriage 
liuilder,  at  29  Avenue  Montaigne,  Champs 
Elysees.  Paris,  a  spot  which  may  be  fairly 
considered    as    the   birthplace   of    the    cycle 


THE  BICYCLING  WORLD 

trade  of  tlie  world.  Micliaux  owned  an  old 
celeripede,  and  this  inspired  Lallement,  just 
as  its  counterpart  had  inspired  Macmillau, 
in  Scotland,  a  quarter  of  a  century  before, 
but  he  avoided  mechanical  complications  and 
built  a  machine  witli  tlie  long  required  direct 
cranks.  At  first  it  was  looked  on  as  a  toy, 
and  Lallement  used  to  disport  himself  about 
Paris,  chiefly  on  the  pavements  in  the  Place 
de  la  Concorde,  and  was  accompanied  bj^  a 
companion  on  roller  skates.  The  advertise- 
ment soon  bore  fruit,  and  in  1866-'67  an  ex- 
tensive demand  sprung  up,  and  Michaux 
materially  improved  the  successive  construc- 
tion of  the  machines  which  were  shown  by 
him  in  the  International  Exhibition  held  in 

LALLEMENT  COMES  TO  AMERICA. 

Paris  in  1867.  Lallement  did  not  remain  to 
share  in  the  glory  he  would  have  gained.  He 
went  to  America  in  the  summer  of  1866,  and, 
finding  the  bicycle  w^as,  naturally  enough, 
unknown  there,  he  took  out  (jointly  with 
J.  Carrol,  of  New  Haven),  Patent  No.  59,915, 
dated  November  20,  1866,  and  so  may  be 
said  to  have  actually  established  the  indus- 
try in  the  New  as  well  as  in  the  Old  World. 
But  he  failed  to  make  his  fortime,  and  was 
for  many  years  employed  by  the  great  Pope 
Cycle  Mfg.  Co.,  and  died  in  comparative  ob- 
sciirity  some  five  or  six  years  ago  in  the 
United  States.  Siu-ely  he  deserves  a  monu- 
ment—an honor  which  has  been  accorded  his 
employer.  Michaux — seeing  that  to  his  com- 
u^ercial  enterprise  the  early  development  of 
the  industry  was  due.  Michaux,  on  the  other 
liaud.  did  an  enormous  trade,  but  even  then 
the  spirit  of  "fable  dates"'  was  rife,  for  he 
informed  a  correspondent  of  an  English 
paper  that  the  old  liobby-horse,  or  ratlier 
celgripede,  tliat  lie  had  was  "nearly  a  cen- 
tury old"! 

KAKL  KECH,  THE  UNKNOWN. 

For  many  years  Lallement  Avas  given  the 
credit  of  being  the  first  to  applj-  direct  driven 
cranks  to  the  wheel  of  a  velocipede.  Though 
the  first  to  make  practical  and  public  use  of 
the  notion  on  a  newly  built  bicycle,  he  was 
not  actually  the  pioneer.  In  March,  1865. 
Messrs.  Woosin  and  Maresdale  patented  in 
France  a  remarkalile  machine  witli  three  or 
more  wheels  to  carry  several  riders.  Those 
over  the  wheels  drove  them  by  direct  cranks. 
This  machine  1  saw  at  the  Paris  Cycle  Show 
of  1895  or  1896,  where  it  created  much  won- 
der, though  years  before  it  had  been  de- 
scribed in  an  English  book  by  the  present 
writer.  But  even  tliose  Frenchmen  were 
forestalled  by  a  forgotten  inventor  named 
Karl  Kech.  and  his  discovery  is  another 
ciu'ious  chapter  in  cycle  history.  That  dis- 
tinguished scholar  Sir  Frederick  Pollock, 
Bart.,  during  one  of  his  mauj'  Continental 
ranil)les.  visited  fhe  National  Musemu  in 
Munich,  and  found  a  couple  of  old  hobby- 
horses. As  an  old  cyclist  his  attention  was 
caught  by  (ranks  and  pedals  on  one  of  the 
machines.  On  returning  to  England  he  at 
once  communicated  with  the  Avriter.  The 
official  description  stated  that  these  ma- 
clnnes  had  been  used  by  Court  messengers 
at  Nymphenburg  about  1820.     If,  however, 


57 


lliey  are,  as  is  claimed,  of  the  "Draissicnue" 
type,  they  would  belong  to  a  later  period, 
when  Baron  Drals  de  Saverbrun  was  Master 
of  Woods  and  Forests,  and  so  materially  im- 
proved the  original  celeripedes  that  they 
were  given  his  name.  I  knew  the  cranks 
could  not  belong  to  that  remote  period,  and 
inquiries  proved  that  they  had  been  added 
by  one  Karl  Kech,  about  whom  nothing  more 
seems  known,  in  1862.  If  this  date  is  cor- 
rect Germany  is  before  France  in  this  mat- 
ter; even  if  so,  however,  Kech's  can  only  be 
regarded  as  a  "freak"  invention,  and  of  no 
commercial  importance,  especially  as  no  sec- 
ond machine  of  the  kind  has  been  traced. 

THE  FIRST  ENGLISH  BICYCLE 

The  future  may  discover  who  was  the 
man  to  make,  sell  or  ride  the  first  bi- 
cycle in  England,  but  it  is  not  likely  to  suc- 
ceed where  both  present  and  past  have  failed 
to  find  any  reliable  data  to  worli  on,  despite 
various  shadowy  claims.  One  inventor,  Ed- 
ward Oilman,  of  Prospect  Place.  Wands- 
worth, in  his  patent.  No.  19,811,  of  August  1. 
1866,  for  a  tricycle,  puts  in  a  side  claim  for 
a  two  wheeler,  but  this,  if  Indeed  it  was  ever 
constructed,  had  long  levers,  as  in  the  old 
Scottish  models.  His  claim  may  therefore 
be  dismissed.  Certain  it  is  that  the  direct 
driven  bicycle  was  unknown  here  in  1866. 
though  I  have  met  several  people  who  assert 
the  contrary.  Otie,  a  foreman  printer  in  the 
city,  claims  to  have  been  an  ardent  rider  in 
1866,  and  another,  a  Dublin  doctor,  says  he 
brought  a  bicj-cle  from  Paris  to  London  in 
18<>2I  The  first  printed  reference  to  such  a 
machine  is  a  drawing  on  page  147  of  the 
English  Mechanic  for  .lune  28,  1867,  but  tliis 
is  merely  a  rude  outline.  One  of  %he  first 
complete  drawings  appeared  in  the  Field  for 
November  9,  1867.  A  bicycle  maker  I  knew 
in  Wolverhampton  in  1878-'79  has  tht  most 
tangible  claim  to  have  made  a  bicj'cle  before 
this,  and  a  document  he  sent  me  in  a  letter 
dated  March,  1879,  purports  to  be  an  account 
for  material  bought  to  build  a  l)icycle.  It 
is  dated  March,  1867.  A  dealer  at  Sheerness 
also  claims  to  have  built  a  bicycle  in  1865. 
Even  in  1868  the  bicycle  was  almost  un- 
known. The  first  ever  seen  in  the  North  of 
England  was  ridden  by  a  clown  in  a  travel- 
ling circus.  This  I  saw  about  Whitsuntide. 
ISiiS;  its  appearance  in  varioiis  towns  created 
great  wonder,  and  led.  no  doubt,  to  several 
imitations  being  constructed  throughout  the 
country,  which  fact  accounts  for  a  few 
traceable  machines  in  that  year.  But  until 
1869  was  well  advanced  they  were  nothing- 
like  common.  , 

BEGINNINGS  OF  THE  CYCLE  TRADE. 

So  far  anything  done  in  the  way  of  bicycle 
making  was  in  a  small  patchwork  sort  of 
style.  If  all  else  is  doubtful,  the  accurate 
commencement  of  the  cycle  industry  in  Eng- 
land in  a  large  way  can  be  definitely  fixed 
with  black  and  white  proof.  In  1868  there 
was  at  Cheylesmore,  in  Coventry,  a  firm 
known  as  the  Coventry  Sewing  Machine  Co. 
(Limited),  carrying  on  the  manufacture  indi- 
cated by  their  title.  The  manager  of  the 
firm  was  Mr.  Josiah  Turner,  still  alive  and 


58 


THE  BICYCUNG  WORLD 


well,  and  its  representative  in  Paris  was  his 
nephew,  Rowley  B.  Turner.  The  latter  was 
on  a  visit  to  Coventiy  tof\\ard  the  end  of 
1868,  and,  finding  trade  slack  in  sewing  ma- 
chines, proposed  to  his  uncle  that  his  com- 
pany should  take  up  the  manufacture  of  bi- 
cycles on  a  large  scale  for  the  French  mar- 
ket, there  not  being  a  paying  deniand  in 
England.  The  matter  was  brouglit  before 
the  directors  and  favorably  entertained.  I 
was  courteously  shown  the  old  minute  books 
a  few  years  ago,  and  a  certified  extract  lies 
before  me  as  I  write  this.  In  those  days 
the  articles  of  association  of  companies  were 
not  worded  so  elastically  as  at  present,  and 
so  well  did  the  farseeing  directors  think  of 
the  scheme  that  the  company  was  recon- 
structed in  order  to  cari-y  out  the  new  busi- 
ness, which  actively  commenced  with  an 
order  for  five  hundred  machines  at  £8  each 
under  the  title  of  the  Coventry  Machinists 
Co.  (Limited). 

FIFTY  DOLLARS  FIRST  PRICE. 

Even  in  1869  the  bicycle  was  looked  on  as 
a  "French  toy"  incap.a'ble  of  serious  use.  and 
we  find  R.  B.  Turner,  who  is  now,  I  believe, 
living  in  Brussels,  together  with  George 
Spencer,  a  gymnast,  now  dead,  who  a  month 
or  two  before  had  brought  from  Paris  a  bi- 
cycle, and  J.  Mayall,  a  scientific  instrument 
maker,  no  longer  living,  on  February  17,  1869, 
starting  from  Trafalgar  Square  to  ride  to 
Brighton.  Mayall  was  the  only  one  who 
succeeded  in  reaching  his  destination,  and 
he  took  tvrelve  or  fourteen  hours.  Later  on 
in  that  year  Booth,  a  "champion  skater," 
rode  the  distance  in  9^/4  hours,  which  does  not 
compare  favorably  with  the  present  record 
for  there  and  back,  which  is  5  hours  6  min- 
utes 42  seconds.  This  ride  caused  a  consid- 
erable sensation,  and  a  few  days  later 
French  bicycles  began  to  be  extensively  ad- 
vertised in  English  papers,  the  prices  quoted 
being  £10  for  a  32-inch,  or  more  for  higher 
wheels,  and  many  races  took  place,  the  first 
recorded  amateur  race  being  lield  at  Salis- 
bury on  April  10,  1869.  A  regular  furor  soon 
set  in. 

"PHANTOM"  THE  FIRST  REVOLUTIONIZER. 

A  great  show  and  series  of  races  were  held 
in  the  Agricultural  Hall,  Islington,  in  May, 
and  later  on  in  that  month  (May  28,  1869) 
there  was  an  exhibition  and  races  at  the 
Crystal  Palace.  At  this  appeared  the  first 
radical  revolution  in  construction  that  led  to 
great  trade  changes.  Hitherto  practically  all 
machines  were  of  wood  and  steel,  but  a  cycle 
called  the  Phantom,  with  steel  wire  spolces, 
metal  rims,  rubber  tires,  and  with  iron  and 
steel  frame,  appeared.  Its  rider  easily  de- 
feated the  cracks  in  the  races  lield  on  the 
Upper  Terrace,  and  it  was  greatly  admired. 
This  machine  had  double  steering  (i.  e.,  both 
wheels  steered),  a  fad,  revived  two  or  three 
times  in  later  years,  which  never  became 
popular,  but  the  general  design  caught  on, 
and  gradually  wood  and  iron  gave  way  to  all- 
metal  frames,  light  spokes  and  rubber  tires, 
and  makers  increased  and  multiplied. 

Meanwhile  the  Coventry  Machinists  Co. 
continued  to  discharge  its  large  order  for 


France,  when  another  romance  of  the  trade 
occurred.  The  Franco-German  War  broke 
out,  and  gave  an  unlooked  for  impetus  to 
the  sale  of  bicycles  in  England  by  making  if 
impossible  to  carry  out  the  French  order, 
and  the  Coventry  Machinists  Co.  successfully 
cultivated  the  home  trade.  Its  originator, 
R.  B.  Turner,  was  one  of  the  last  to  escape 
from  Paris  as  the  siege  was  closing  in,  and 
it  is  ,said  that,  moimted  on  one  of  his  im- 
ported cycles,  he  ran  the  gantlet  of  Prussian 
guns. 

THE  ORIGINAL  BOOM. 

Thus  was  a  new  sport  and  trade  born  to 
the  nation,  but  tlie  beginning,  though  small, 
caused  quite  a  "boom"'  in  1869  here,  in 
America  and  in  France,  wliere  even  the 
belles  of  the  boulevards  were  to  be  seen 
astride,  without  waiting  for  the  "rational" 
costume  of  recent  years.  It  is  in  this  year 
that  most  of  the  "early"  models  belong. 
Country  blacksmiths,  carriage  builders,  me- 
chanics and  amateurs  with  a  taste  in  that 
direction  built  bicycles,  very  often  with  only 
a  drawing  to  go  by,  and  sometimes,  judging 
by  some  of  the  specimens  which  liave  sin-- 
vived,  not  even  that  much.  In  after  years 
the  origin  of  these  productions  was  gradu- 
ally set  further  aud  further  back.  Patents 
poured  into  the  ofBce,  and,  though  most  of 
the  ideas  embodied  were  wild  schemes,  it  is 
interesting  to  note  that  several  patents  were 
taken  out  for  what  is  now  known  as  the 
"free  wheel,"  and  various  systems  of  chain, 
band  and  rod  driving  were  proposed;  the 
nearest  to  modern  ideas  being  a  design  (not 
patented)  to  drive  the  back  wheel  by  an  end- 
less chain,  which  was  invented  by  P.  W. 
Shearing  in  1869. 

GROWTH  OF  THE  FRONT  WHEEL. 

The  lesson  of  the  suspension  wheeled 
Phantom  had  due  effect,  and  the  construc- 
tion of  the  bicycle  (tricycles  were  practically 
unknown)  underwent  great  changes.  The 
front  wheel  rapidly  grew  larger  and  the  rear 
wheel  smaller,  until  the  height  was  only  con- 
trolled by  the  rider's  length  of  limb.  Now,  in 
the  early  seventies  several  firms  took  up  the 
ntauufactiire  of  machines  seriously,  and  not 
merely  as  a  branch  trade.  In  many  cases, 
uotablj'  that  of  Keen,  of  Surbiton,  the  finest 
rider  of  liis  time,  crack  athletes  were  also 
makers.  Dan  Rudge,  of  Wolverhampton, 
wlio  introduced  ball  pedals  and  high  finish 
in  detail,  is  another  case  in  point.  Rudge 
died  in  1880,  but  his  name  still  survives. 
liOoked  at  from  a  modern  point  of  view,  the 
trade,  even  in  the  middle  seventies,  when 
there  were  only  six  makers  in  Coventry,  was 
small,  and  the  total  output  of  the  entire  coun- 
try did  not  approach  that  of  one  of  the  great 
houses  of  to-day;  there  was  not  much  change 
in  this  respect  during  the  next  five  years. 


Packing  for  Export. 

In  jjreparing  goods  for  export,  shippers 
can  hardly  take  too  much  pains  with  their 
packing.  It  is  of  the  utmost  importance 
that  they  reach  their  destination  in  good 
order,  and  no  matter  how  well  they  have 
been  manufactured  all  the  work  bestowed  on 
them  may  be  nullified  solely  through  careless 
packing. 

Especially  is  this  true  where  bicycles  are 
concerned.  Finish  goes  a  long  way  with 
them,  and  anything  "off"  about  the  nickel  or 
enamel  may  prejudice  them  almost  beyond 
repair. 

Years  ago,  some  English  makers  used  to 
ship  bicycles  to  this  counti-y  in  open  crates. 
Consignments  Avere  received  after  being  ex- 
posed to  snow  or  rain,  and  with  the  ma- 
chines themselves  quite  unprotected  except 
by  "slush"  or  vaseline  daubed  over  the 
nickelled  parts.  To  be  sure,  the  nickel  plat- 
ing was  usually  good  enough  to  successfully 
resist  even  this  sort  of  usage,  and  no  harm 
was  done. 

Xothing  can  be  more  annoying  to  a  con- 
signee than  to  receive  goods  in  bad  order. 
He  can  return  them,  of  course.  But  such  ac- 
tion would  frequently  cause  him  consider- 
able inconvenience  and  delay,  as  well  as 
put  the  consignor  in  a  bad  humor. 

Two  courses  are  left.  One  is  to  demand  an 
allowance  as  the  consideration  for  keeping 
the  damaged  goods,  and  the  other  is  pocket 
the  loss  himself.  This  may  be  done  in  some 
cases  where  the  damage  is  inconsiderable,  or 
where  there  is  a  strong  desire  to  avoid  fric- 
tion. 

The  best  way,  of  course,  is  to  so  pack  the 
goods  that  there  will  be  no  trouble. 


The  Retail  Record. 

Salem,  Mass.— Cooper  &  Wing,  closed  for 
the  season. 

Lebanon,  N.  H.— Frank  Cross  bought  out 
La  bombard  Bros. 

Penn  Yan,  N.  Y.— Wilkins  &  Ellis  bought 
out  Whitfield  «&  McCormick. 

Newton,  Mass.— Fred.  J.  Bead,  Nonantum 
Square,  closed  for  the  season. 

Kane,  Pa.— The  Kane  Bicycle  aud  Supply 
Co.  has  removed  to  the  Temple  Theatre 
Building. 

.Jamaica  Plain,  Mass.— Joseph  H.  Stock,  a 
dealer  at  709  Centre  street,  died  last  week 
of  typhoid  fever. 


Making  Reamers  Enlarge  Themselves. 

To  make  a  tap  or  reamer  cut  larger  than 
itself,  put  a  piece  of  waste  in  one  flute- 
enough  to  crowd  it  over  and  cut  out  on  one 
side  only.  In  large  sizes  (^/i-inch  or  over) 
put  a  strip  of  tin  on  one  side  and  let  it  fol- 
low the  tap  through.  You  will  be  surprised 
at  the  result. 


Tempering  Liquid. 

Water,  o  gallons;  salt,  2  quarts;  sal  am- 
moniac and  saltpetre,  of  each  2  ounces; 
ashes  from  white  ash  bark,  1  shoA'elful. 
The  ashes  cause  the  steel  to  scale  white  and 
smooth  as  silver.  Do  not  hammer  too  cold. 
To  avoid  flaws,  do  not  heat  too  high,  which 
opens  the  pores  of  the  steel.  If  heated  care- 
fully you  will  get  hardness,  toughness  and 
the  finest  quality. 


"Defects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motocycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co..  Box 
<40,  New  York.  ••• 


THE  BICYCUNG  WORLD 


59 


RACING 


In  two  i-ec-ord  rides,  morning  and  after- 
noon, at  Vailsburg,  October  8,  Joseph  Nel- 
son captured  all  those  amateur  records  he 
did  not  hold  from  two  miles  to  the  one  hour 
inclusive,  breaking  the  five  mile  world's  ama- 
teur motor  paced  record  by  eight  seconds. 
He  covered  the  five  miles  in  7:45.  The  best 
previous  time  for  the  distance  was  7:53,  held 
by  Smith.  Nelson's  time  by  miles  is  as  fol- 
lows: One  mile,  1:28;  two  miles.  3:03  3-5; 
three  miles,  4:30  1-5;  four  miles,  6:11 1-5;  five 
miles,  7:45. 

In  the  afternoon  Nelson  started  for  the 
hour,  and  Avas  going  at  a  thirty-six  mile 
pace,  when  his  pacing  machine  gave  out. 
He  fought  uupaced  for  over  a  mile,  and  the 
motor  he  changed  to  had  little  speed,  the 
men  not  being  able  to  do  better  than  a  1:46 
gait.  Fiuallj-  the  first  machine  was  put  in 
commission  again,  and  it  was  here  that  Nel- 
son showed  his  ability  as  a  pace  follower. 
^yithout  losing  so  much  as  a  second,  he 
changed  from  one  machine  to  the  other, 
which,  after  a  slow  lap,  began  to  increase 
its  speed.  From  the  thirty-second  mile  to 
the  finish  the  average  time  was  a  fraction 
over  1:38,  and  when  the  hour  was  up  Nel- 
son had  travelled  just  35  miles  1,055  yards, 
lowering  the  best  previous  attempt,  made  by 
Kay  Duer,  of  34  miles  100  yards.  Nelson's 
time  by  miles  follows: 


1  1:39  3-5 

2 3:181-5 

3  4:58  3-5 

4  6:38 

5  8:161-5 

6  9:54  2-5 

7  11:32  4-5 

8  13:113-5 

9  14:50  3-5 

10 16:29  2-5 

11  18:081-5 

12  19:47  4-5 

13  21:26 

14  23:041-5 

15  24:43  2-5 

16  26:23  4-5 

17  28:04 

18  29:441-5 


19  31:24  4-5 

20  33:051-5 

21  ,.34:45  4-5 

22  36:261-5 

23  38:07  3-5 

24  39:46  4-5 

25  41:27 

26  43:07  4-5 

27  44:481-5 

28  46:28  2-5 

29  48:214-5 

30  50:23  3-5 

31  52:05 

32  53:48 

33  55:32  4-5 

34  57:191-5 

35  miles  1,055 
yards 1  hour 


The  same  afternoon  Albert  Champion  on 
his  motor  bicycle  clipped  two-fifths  of  a 
second  off  the  best  previous  record,  held  by 
himself;  he  did  the  mile  in  1:14  3-5. 


A.  A.  Chase,  of  London,  has  set  a  new 
mark  for  fifty  miles.  His  time  w^as  1  hour 
17  minutes  44  seconds.  The  best  previous 
time  was  that  of  Bonbours,  the  Frenchman, 
who  on  August  7,  1899.  rode  fifty  miles  in 
1:27:16  3-5.  Chase  therefore  cut  9  minutes 
32  3-5  seconds  off  the  record.  This  really 
wonderful  performance  was  made  at  the 
Crystal  Palace,  London,  on  September  24. 
It  was,  of  course,  done  behind  motor  pacing. 
Chase  covered  his  first  mile  in  1:33,  five 
miles  in  7:42  1-.5,  and  was  16  2-5  seconds  in- 
side the  record  at  six  miles,  which  distance 
he  covered  in  9:11 1-5.  From  that  point  to 
the  end  Chase  put  all  previous  records  in  the 
shade,  and  would  have  done  better  but  for  a 
couple  of  changes  of  machines. 


Tom  Cooper  left  Detroit  last  night  for 
Denver,  Avhcre  he  will  immediately  proceed 
to  learn  tlie  business  of  coal  mining,  and  will 
quit  the  track  and  in  future  devote  his  whole 
time  to  the  business.  He  goes  to  take  entire 
charge  of  a  mine  situated  at  Ouray,  Col., 
owned  by  Holmes  Bros. 


Reports  from  Paris  state  that  Michael  has 
decided  to  give  up  cycling  and  again  become 
a  jockey.  Tod  Sloan  is  to  take  him  under 
his  wing.  The  report,  however,  should  be 
well  salted  before  being  taken. 


W.  S.  Feun,  the  National  crack.  Is  ill  at 
his  home  with  symptoms  of  appendicitis.  He 
has  been  ordered  to  quit  racing  for  several 
months. 


Points  out  Improvements. 

How  can  the  motor  bicycle  be  improved? 
What  steps  should  be  taken  to  arrive  at  this 
much-to-be-desired  end? 

An  English  writer  has  tackled  the  ques- 
tion, and  as  a  result  of  much  lucubration  he 
has  drawn  up  a  list  of  the  things  needed. 
The  list  foots  up  to  just-  a  round  dozen,  and 
is  as  follows: 

First — The  question  of  tires  should  first  re- 
ceive consideration.  What  we  need  is  larger 
and  sti'onger  covers,  with  self-sealing  tubes. 

Second — We  need  a  holder  that  is  light  and 
rigid  permanently  fixed  to  the  bicycle;  should 
anything  then  go  wrong,  the  cycle  would  be 
properly  supported  during  repairs. 

Third— A  more  secure  fastening  of  the 
front  wheel  axle  to  the  Wades  of  the  fork; 
slotted  ends  are  useful,  but  dangerous,  as 
the  constant  vibration  tends  to  loosen  the 
nuts,  and  the  washers  getting  displaced 
allow  the  wheel  to  part. 

Fourth — Upturned  handle  bars,  with 
handles  that  will  minimize  the  present  vibra- 
tion. The  reason  I  prefer  upturned  bars  is 
that  an  upright  position  is  most  comfort- 
able, and  if  you  are  to  get  that  with  a  flat 
or  turndown  bar  the  stem  has  to  be  drawn 
from  the  head  to  such  a  length  that  it  be- 
comes unsafe. 

Fifth — A  powerful  band  brake,  applied  by 
hand  and  foot. 

Sixth — A  better  system  of  lubrication. 

Seventh — A  covering  of  mica  or  other  suit- 
able material  to  all  working  parts. 

Eighth— A  longer  and  wider  saddle,  prefer- 
ably pneumatic,  with  a  leather  top  or  casing. 

Ninth- Extra  wide  mud  guards,  so  made 
that  tlie  back  one  may  be  used  as  a  spare 
tank. 

Tenth— Duplicate  shut-oft"  lever. 

Eleventh— Lock  nuts  or  pins  to  all  moving 
parts. 

Twelfth— A  useful  outfit  of  tools  and  spare 
parts  for  a  long  journey. 


Tempering  Liquid. 

Salt,  %  teacupful;  saltpetre,  %  ounce;  pul- 
verized alum,  1  teaspoonful;  soft  water,  1 
gallon.  Never  heat  over  a  cherry  red,  nor 
draw  any  temper. 


Brazing  Progress. 

As  a  result  of  the  march  of  progress,  braz- 
ing bj'  gas  has  entirely  superseded  the  old- 
fashioned  way  that  Avas  formei-ly  almost 
universally  used  by  repairers.  Reference  is 
had  to  the  blacksmith's  forge. 

In  the  old  daj^s  there  was  scarcely  a  re- 
pairer of  any  standing  who  did  not  have 
over  in  some  comer  of  his  shop  a  small 
portable  forge,  with  bellows,  smokepipe,  etc. 
Whenever  he  had  a  job  of  welding  or  braz- 
ing to  do  the  fire  was  kindled  in  the  forge 
and  a  feAv  minutes'  work  at  the  bellows  blew 
the  soft  coal  into  a  red  heat.  Into  this  was 
put  the  article  to  be  operated  on  and  heated 
to  the  desired  temperature. 

Very  good  jobs  were  done  in  the  old 
forges,  too.  The  work  was  not  as  clean  as 
that  which  comes  from  the  gas  forges  now, 
but  with  that  exception  there  was  little  to 
choose  between  the  two  ways.  Even  with 
the  part  enveloped  in  the  hot  coals  and  al- 
most hid  from  sight,  the  work  was  easily 
kept  ti'aclv  of.  When  the  brass  began  to 
flow  there  was  always  a  change  in  the  color 
of  the  flame,  and  any  one  with  half  an  eye 
could  tell  when  the  crucial  moment  had 
come.  Then  the  workman  would  pick  the 
part  up  with  his  tongs  and  inspect  it  crit- 
ically to  see  if  the  joining  was  perfect. 

Nowadays,  however,  even  the  smallest 
shop  has  a  brazing  forge  operated  by  gas  or 
oil,  usually  the  former.  When  brazing  is  to 
be  done  it  is  only  necessary  to  turn  on  the 
gas,  put  a  match  to  it,  arrange  the  fire- 
bricks and  the  fiame,  and  wait  for  the  right 
heat  to  come.  It  is  easier  and  simpler,  but 
not  half  so  realistic. 


To  Clean  and  Sharpen  Files. 

To  clean  files,  an  authority  recommends 
that  they  be  held  for  a  minute  in  a  steam 
current  with  a  pressure  of  40  pounds  per 
square  inch.  The  file  will  then  be  absolute- 
ly clean  and  look  like  new.  To  sharpen  or 
cut  the  file,  it  is  advisable  to  hold  it  in  an 
acid  bath,  consisting  of  seA^en  parts  of 
water,  three  paris  sulphuric  acid  and  one 
part  nitric  acid,  after  which  a  clear  Avater 
and  milk-of-lime  bath  clears  them.  Brush 
the  file  then  with  a  mixture  of  olive  and  tur- 
pentine oil  and  afterward  Avith  fine  pulver- 
ized coke. 


Medals  on  This  Tire. 

As  Manager  Kelley  puts  it,  "No  one  can 
say  there  are  no  medals  on  the  Pennsyl- 
vania tires."  The  gold  medal  aAvarded  by 
the  Pan-American  Exposition  to  the  Penn- 
sylvania Rubber  Co.'s  products  is,  of  course, 
the  particular  medal  he  has  in  mind,  and 
very  properly  they  are  proud  of  it.  As  it 
was  the  only  award  of  the  sort,  its  value  is 
the  greater. 


Preventing  Rust  on  Tools. 

To  prevent  rust  on  tools  use  vaseline,  to 
which  a  small  amount  of  powdered  gum 
camphor  has  been  added;  heat  together  over 
a  slow  fire. 


60 


THE  BICYCLING  WORLD 


To  Fix  Stripped  Threads. 

A  job  which  often  taxes  the  repairer's 
patioucc  aud  ingenuity  is  a  stripped  pedal 
pin  or  stripped  tln-ead  in  the  cranlc  pin,  cans- 
ing  tlie  pedal  to  constantly  work  loose  and 
fall  out,  says  a  pi-actical  writer. 

"I  have  seen  all  sorts  of  patched  up  jobs 
made  of  this  repair,  and  often  the  workman 
falls  back  on  the  very  unmechanical  method 
of  brazing  the  pedal  pin  into  the  crank,  a 
procedure  which  cannot  be  recommended,  as 
it  invariably  causes  softness  and  consequent 
wearing  of  the  pedal  cone,  as  well  as  de- 
stroying the  appearance  by  burning  of  the 
nickel,  a  state  of  affairs  generally  much  re- 
sented by  the  customer,  especially  if  he 
takes  a  pride  in  the  appearance  of  his  ma- 
chine. 

"A  method  of  tackling  the  job  which  gen- 
erally results  in  a  successful  repair  is  as  fol- 
lows: Take  a  tap  to  fit  the  crank  end  and 
tap  it  out  larger  by  means  of  packing,  mak- 
ing it  about  one-sixteenth  larger  than  it  was 
originally.  Use  a  taper  tap,  and  put  it 
through  the  back  of  the  crank,  insuring  that 
the  resultant  tapped  hole  shall  be  tapered, 
the  largest  diameter  being  at  the  back  of 
the  crank. 

"Now  take  about  two  inches  of  Bessemer 
steel  and  turn  it  down  and  screw  thi'ead 
with  a  sliglit  taper  on  it  until  it  will  screw 
tiglitly  into  the  crank  from  the  back  end, 
coming  through  nearly  flush  with  the  front. 
This  may  be  best  done  in  a  three  jaw  chuck. 
Remove  chuck  from  the  lathe  mandrel  nose, 
and  without  removing  the  piece  from  the 
chuck.  Now  chucli  the  pedal  spindle  be- 
tween lathe  centres  and  turn  down  the 
screwed  end  until  all  the  thread  is  removed, 
and  thread  it  to  match  any  taps  which  you 
may  have  of  the  same  diameter.  When 
tlireaded  it  should  have  a  slight  taper,  being 
smaller  at  its  end  than  at  the  shoulder. 

"Now  replace  the  chuck  on  the  lathe  man- 
drel nose,  and  drill  down  from  the  front  of 
the  screwed  Bessemer  stud,  previously  pre- 
pared, for  about  one  inch.  Now  bore  this 
out,  tapered  smaller  at  the  back  than  in 
front,  aud  tap  it  with  the  tap  to  which  the 
pedal  spindle  was  screwed.  Now  take  a 
saw  and  saw  down  parallel  with  its  axis  for 
about  1%  inches,  luaking  the  saw  cut  come 
througli  from  the  outside  into  the  bore,  but 
not  right  across  the  stud.  Now  screw  the 
crank  onto  it  luitil  the  small  end  of  the 
now  hollow  stud  is  nearly  flush  with  the 
face  of  the  cranlv.  Now  screw  the  pedal 
spindle  into  place  and  cut  off  the  stud  level 
witli  the  back  of  the  crank  with  a  hack 
saw. 

"You  will  thus  have  made  a  self-locking 
expanding  bush,  and  you  need  never  fear  of 
your  pedal  pin  working,  loose.  Although  this 
way  may  seem  a  long  job,  it  is  a  workman- 
like one,  and  will  result  in  a  really  satisfac- 
tory repair,  which  will  give  the  pedal  aud 
crank  its  former  appearance  aud  strength. 

"Tlie  finer  tlie  threads  the  better,  witliin 
i-eason,  sa.v,  not  finer  than  twentj'  to  the 
incli.  The  tapering  of  the  pedal  pin  and  the 
screwed   busli    insures   a    perfectly   tight   fit. 


the  saw  cut  allowing  the  pedal  pin  to  tighten 
the  bush  within  the  crank  end.  This  plan 
may  be  adopted  with  either  closed  or  split 
crank  ends;  in  the  case  of  the  latter,  of 
course,  the  set  pin  should  be  screwed  up 
tight  before  tapping  operations  commence." 


The  Week's  Export5. 

Following  the  heavy  shipments  of  the  pre- 
ceding week,  last  week's  exports  were  as  a 
calm  after  a  storm.    Only  Great  Britain,  the 
British  West  Indies,  Holland  and  Germany 
made  piu-chases  valued  at  more  than  $1,000, 
Great    Britain's    only    touching    the    $2,000 
mark.     The  record  in  detail,  the  week  clos- 
ing October  8,  follows: 
Antwerp— 7  cases  bicycle  material,  $200. 
British  Possessions   in  Africa — 1  case  bicy- 
cles, $53. 
British   East  Indies— 15  cases   bicycles   and 

material,  $908. 
British  Australia— 3  cases  bicycles  and  parts, 

$60. 
British  West  Indies— 86  cases  bicycles  and 

material,  $1,769. 
Chili— 2  cases  bicycles  and  material,  $41. 
Cuba— 15  cases  bicycles  and  material,  $523. 
Copenhagen— 22  cases  bicycle  material,  $887. 
Glasgow— 10  cases  bicycles,  $323;  1  case  bi- 
cycle material,  $110. 
Havre— 16  cases  bicycles,  $305;  12  cases  bi- 
cycle material,  $545. 
Hamburg— 6   cases   bicycles,   $194;   14   cases 

bicycle  material,  $930. 
Liverpool— 28   cases   bicycles,   $975;   3   cases 

bicycle  material,  $471. 
London— 4  cases  bicycles,  $100;  12  cases  bi- 
cycle material,  $560. 
Malta— 2  cases  bicycles,  $239. 
Rotterdam— 24  cases  bicycles,  $886;  11  cases 

bicycle  material,  $350. 
Southampton— 1  case  bicycles,  $15. 
Trieste— 4  cases  bicycles,   $125;   2  cases  bi- 
cycle material.  $280. 
U.  S.  of  Colombia— 1  case  bicycles,  $13. 


THE  AUTO-BI 


and  all  other 


MOTOR   CYCLE   BUSINESS 

of  the 

E.  R.  THOMAS  MOTOR  COMPANY 

has  been  disposed  of  to  the 

AUTO-BI  CO. 

Please  address  all  your   wants   in 
the  motor  cycle  line  to  the 

AUTO-BI    COMPANY, 

106  Broadway,  BUFFALO,  N.  Y. 


WORLDEi 


WILL  SURELY 
INTEtESI  TOE 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of     mechanical 
terms    is    needed  to 
understand    it. 


PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUILDING, 

NEW  YORK  CITY. 


[^   $2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE  COPY  ON  APPLICATION. 


THE  BICYCLING  WORLD 


61 


r 


In 


"1 


1 


0)^1  ^'5' 


if 


BEVIN 

Bells, 

Toe  Clips, 

Lamp  Brackets 

and 

Trouser  Guards 

are  not  included  in  the  out- 
line,  there's  something: 
faulty  with  it.  We'll  be 
ready  to  do  our  part  toward 
setting  it  right.  Bevin 
goods  have  earned  the  right 
to  be  on  every  shelf,  in 
every  show  window  and  in 
every  catalog. 


l. 


Bevin  Bros.  Mfg.  Co., 

East  Hampton,  Mass. 
Business  Established  in  1832. 


J 


The  Week's  Patents. 

(;84,001.  Bicycle  Tump.  De  Wane  B. 
Smith,  Deerflcld,  N.  Y.  Filed  April  27,  1899. 
Serial  No.  714,037.     (No  model.) 

Claim. — 1.  The  combination  with  a  bicycle 
pump  having  a  foot  or  stirrup  of  a  movable 
tubular  tire  connection  having  a  downward- 
ly turned  end  and  an  elastic  bushing  or  pacli- 
ing  therein  adapted  to  engage  the  valve  nip- 
ple of  the  tire  and  a  yielding  support  for  the 
tubular  connection,  substantially  as  set  forth. 

083,053.  Cycle  Brake.  Clement  Ford,  Ax- 
minster,  England.  Filed  May  21,  1901.  Serial 
No.  01,218.    (No  model.) 

Claim. — 1.  In  a  cycle  brake,  the  combina- 
tion of  a  support  detachably  connected  with 
the  saddle  pin  and  adjustable  horizontally 
relativelj-  thereto,  an  arm  dependent  from 
and  vertically  adjustable  in  said  support,  a 
lever  actuated  by  a  baclvward  movement  of 
the  rider's  body  fulcrumed  at  the  lower  end 
of  said  arm,  and  an  adjustable  connection 
between  the  lever  and  the  brake,  substan- 
tially as  described. 

684,108.  Process  of  Lining  Pneumatic 
Tires.  Joseph  Savoie,  Central  Falls,  R.  I. 
Filed  May  29,  1901.  Serial  No.  62,447.  (No 
specimens.) 

Claim.— 1.  The  herein  described  process  of 
lining  pneumatic  tires,  consisting  in  first  col- 
lapsing the  tire  to  empty  it  of  air,  introduc- 
ing into  the  tire  at  its  lowest  point  fluid  solu- 
tion of  caoutchouc  or  other  equivalent  sub- 
stance, in  sufficient  quantity  to  form  a  mass 
substantially  filling  the  tire  at  the  point  at 
which  it  is  introduced,  introducing  air  into 
the  mass  of  fluid  to  form  a  bubble  therein, 
and  distributing  the  fluid  in  a  film 
throughout  the  interior  of  the  tire,  and  si- 
multaneously expanding-  the  tire  by  intro- 
ducing air  into  the  bubble;  substantially  as 
described. 

684,123.  Wheel.  George  H.  Spafford,  Bal- 
timore, Md.  Filed  April  27,  1901.  Serial  No. 
57,701.     (No  model.) 

Claim.— 1.  The  combination  with  an  axle 
or  shaft  provided  with  a  bearing  collar,  of 
a  wheel  mounted  thereon  and  provided  in 
its  hub  with  a  chamber  surrounding  said 
bearing  collar;  and  an  oil  box  secured  within 
said  hub  and  provided  at  its  circumference 
with  a  series  of  oil  compartments  surrou^^d- 
ing  said  bearing  collar  and  each  compart- 
ment having  a  single  or  continuous  oil  cham- 
ber extending  from  one  side  of  the  bearing 
collar  to  the  other  side  and  provided  with 
an  oil  inlet  near  the  circumference  of  the 
oil  box,  and  an  oil  outlet  at  its  inner  portion 
of  relatively  less  area  than  the  said  oil  inlet. 

684,328.  Unicycle.  Daniel  F.  Watson, 
Oronogo,  Mo.  Filed  Jan.  28,  1901.  Serial 
No;  45,083.     (No  model.) 

Claim. — 1.  A  unicycle  comprising  a  grooved 
wheel,  a  frame  consisting  of  a  yoke  mounted 
on  the  wheel  and  having  diverging  arms  ex- 
tending beneath  the  wheel,  and  weights  se- 
cured to  the  arms. 

2.  A  unicycle  comprising  a  frame  consist- 
ing of  a  yoke  having  diverging  arms,  and  a 
fork  secured  to  said  yoke;  a  crank  axle  sup- 
ported in  bearings  of  the  frame;  pedals  on 
said  axle;  a  grooved  wheel  mounted  on  the 
axle;  weights  secured  to  the  diverging  arms; 
a  seat  carried  by  said  yoke;  and  a  handle 
bar  arranged  upon  said  fork. 

084,350.  Spring  for  Bicycle  Saddles.  Will- 
iam I.  Bunker,  La  Grange,  111.  Filed  March 
13.  1899.     Serial  No.  708,907.     (No  model.) 

Claim.— 1.  In  a  bicycle  saddle,  a  spring 
bent  at  its  middle  to  form  a  loop,  and  com- 
prising two  limbs  extending  in  a  horizontal 
plane,  approximately  parallel  with  each 
other,  and  each  bent  to  form  vertical  elastic 
coils  between  the  front  and  rear  portions  of 
the  saddle,  substantially  as  described. 


The  Difference 

Between  This  Saddle 


and  most  of  the  others  is  the  difference 
between  work  ''farmed  out"  and  work 
performed  by  one's  self. 

The  Oak  Saddle,  and  each  and  every 
part  of  it,  is  made  by  ourselves  on  our 
premises.  We  do  not  trust  to  others. 
We  do  not  **  shop  around  "  for  this  part 
and  the  other  one,  and  buy  whichever  is 
cheapest,  and  then  **  assemble  "  such  pur- 
chases and  stamp  the  product  with  our 
name. 

We  have  our  special  machines  and 
processes  for  each  operation*  We  are 
able,  therefore,  to  manufacture  not  only 
well  but  economically. 

The  result  is  shown  in  our  saddle  and 
in  the  quotations  we  are  able  to  name. 

THE  MAN  WHO  BUYS 

saddles  without  affording  us  a 
chance  to  submit  goods  and 
prices  is  not  doing  justice  eith= 
er  to  himself  or  to  those  who 
rate  him  a  wise  buyer. 

The  Oak  is  a  hig-h-grade  saddle  for 
use  on  higfh-grade  bicycles.  There  is 
nothing:  half  so  gfood  at  anywhere  near 
its  price.  If  it  was  possible  to  make  any- 
thing better  we  would  be  making  it. 

The  Oak  is  light,  it  is  strong,  it  is 
guaranteed  not  to  stretch  or  sag.  It  is  a 
saddle  that  improves  with  use.  As  im- 
proved for  1902,  it  is  the  pinnacle  of  sad- 
dle perfection — it  is  justly  the  king-  of 
saddles. 

We  believe  we  can  demonstrate  our 
assertions,  if  you  will  accord  us  the  op- 
portunity. 

NEWARK    CYCLE    SPECIALTY    CO., 
NEWARK,  N.  J. 


62 


THE  BICYCLING  WORLD 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 


(  LIGHT  WEIGHT   RACING   MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 

Worthy  of  Their  Name. 


VULCAN     HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHOE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  rSS^r  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Frictlonlegs 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin     Roller.  Fits    regular 

sprockets. 

Send  for  Catalogue  and 
Trade  Price  to 

Morse  Chain  Co.,  Irumansburg;,  N.  Y. 


Uncle  Sam's  Rust-Removers. 

'riic  rust  roDiovors  jirc.'ieribod  bj'  the 
T'nit(Hl  Stntcs  artillory  dii-oclions  are  as  fol- 
lows: 

"Cyanide  of  potash  is  most  excellent  for 
removing  rust  and  should  be  made  much  use 
of.  Instruments  of  polished  steel  may  be 
cleaned  as  follows:  First,  soak,  if  possible, 
in  a  solution  of  cyanide  of  potassium  in  the 
proportion  of  one  ounce  of  cyanide  to  four 
ounces  of  water.  Allow  this  to  act  until  all 
loose  rust  is  removed,  and  then  polish  with 
cyanide  soap.  The  cyanide  soap  referred  to 
is  made  as  folloM^s:  Potassium  cyanide,  pre- 
cipitated chalk,  white  castile  soap.  Make  a 
saturated  solution  of  the  cyanide  and  add 
chalk  sufficient  to  make  a  creamy  paste. 
Add  the  soap,  cut  in  fine  shavings,  and 
thoroughly  incorporate  in  a  mortar.  When 
the  mixture  is  stiff  cease  to  add  soap.  It 
may  be  well  to  state  that  potassium  cyanide 
is  a  violent  poison. 

"For  removing  rust  from  iron  the  follow- 
ing is  given:  Iron  may  be  quickly  and  easily 
cleaned  by  dipping  in  or  washing  with  nitric 
acid  one  part,  muriatic  acid  one  part  and 
water  twelve  parts.  After  using  wash  with 
clean  water." 


D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

ABSOLUTELY  THE  BEST     Quad  and 

Motor  Cycles. 

Lightest,  Neatest  Dust  Proof,  and 
Easiest  Running  Hanger  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles 

"  Motocycles  and  How  to  Manage 
(  Them " 

is  the  very  boolc  you  need. 
Every  page  teaches  a  lesson.      Every  illustration 

"  spealcs  a  piece." 
And  there  are  126  pages  and  41  pictures,  too! 

Price,  5r-oo. 

The  Goodman  Co.,  124  Tribune  Bldg.,  New  York. 


♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦♦ 

I   TTAND  AND  FOOT  PUMPS,    : 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 

MADE  of  BRASS.  ♦ 

SCOVILL    MFG.    CO.  X 

Factories:  Waterbury,  Conn.  T 

Depots :  2 10  Lake  St.,  Chicago.        '  ^ 

42^   Broome  St.,  New  York  ^ 

►♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ ♦♦« 


ii 


PERFECT 


*» 


OILER. 


For  High  Grade  Bicycles.  The  best  and  neatest  Oiler  in  the 
.narket  DOES  NOT  LEAK.  The  "PERFECT"  is  tlie 
only  Oiler  that  regulates  the  supply  of  oil  to  a  drop.  It  is  ab- 
solutely unequaled.    Price,  25  cents  each. 

We  make  cheaper  oilers,  also. 

CUSHMAN  &  DENISON,  Mfrs.,  240-242  W.  23d  St.,  NEW  YORK. 


WOLFF-AMERICAN 

BICYCLES. 

STEARNS  BICYCLE  AGENCY,  -  Syracuse,  N.  Y. 


LAMSON-PETERSON 

LUGGAGE  CARRIERS 

The  most 
serviceable  made. 


MEGQUIER  &  JONES  CO.,  Portland,  Me. 


INDIANA  CHAINS 

EASIEST  RUNNING.     CONSEQUENTLY  BEST. 


EVERY  LINK  IS  RIGHT. 
PRICE  IS  RIGHT. 


Send  26  cents  for  Fob.     $1.80  per  dozen. 

INDIANA  CHAIN  CO.,    Indianapolis,  Ind. 

Brandenburg  Bros.  &  Wallace,  Salesmen. 
New  York — Chicago. 


If  You  Desire 
Complete  Motor  Bicycles 

You  cannot  get  a  better  one  than 

THE   MARSH. 

If  You  Desire 
to  Build  Your  Own  Motor  Bicycle 

We  can  supply  everything  which  you  require 
for  the  purpose.      Write  us. 

The  Motor  Cycle  Mfgm  Com,  Brockton,  Mass, 


Volume  XLIV. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  whJch  b  incofpocated  **  The  Vheel  and  Cycling  Trade  Review  "  and  the  **  American  Cycttrt.'* 
New  York,  U.  S.  A.,  Thursday,  October  24,  1901. 


No.  4 


LOPS  OFF  BRANCHES 


A.  B.  C.  Completes  its  Pruning;— Stores  That 
Survive — One  New  One  Opened. 


Warren  street,  New  York,  will  scarcely 
knoAv  itself  after  the  1st  proximo. 

On  that  date  the  order  wiping  out  all  but 
one  of  the  American  Bicycle  Co.'s  branches 
on  that  street  will  go  into  effect.  It  means 
the  disappearance  of  several  stores  that 
have  been  almost  in  the  nature  of  cycling 
landmarks. 

The  stores  to  be  closed  are  the  Crescent, 
Monarch  and  Featherstone  branches.  The 
one  that  will  remain  is  the  Columbia  branch, 
at  No.  12,  where  it  has  been  for  nigh  on  to 
twenty  years,  under  the  management  of 
Elliott  Mason,  who  will  continue  in  charge. 
It  will  be  the  only  A.  B.  C.  in  New  York  to 
survive,  the  Rambler  uptown  branch  at 
Eighth  avenue  and  Fifty-sixth  street  being 
also  slated  for  discontinuance.  The  only 
A.  B.  C.  store  in  Brooklyn,  that  on  Flatbush 
avenue,  will  be  likewise  abandoned. 

The  business  of  these  stores  will  be  con- 
ctntrated  in  the  newly  organized  Eastern 
Sales  Department,  under  Charles  B.  Walker, 
which  will  locate  at  Nos.  152  and  154  Frank- 
lin street.  The  lease  of  the  building,  a  six 
story  structure,  has  just  been  signed.  The 
jobbing,  foreign  and  sudry  departments  will 
be  removed  to  this  address  from  head- 
quarters in  the  Park  Row  building.  Only 
the  executive  offices  and  the  bookeeping  de- 
partment will  be  retained  there. 

The  other  branches  to  be  closed  are  the 
Rambler  branches  in  Philadelphia  and  Buf- 
falo, the  Lozier  branch  in  Cleveland  and  the 
Columbia  in  San  Francisco,  the  latter  of 
which  will  be  absorbed  by  the  Pacific  sales 
department. 

The  stores  that  will  be  continued  are  the 
Columbia  in  Providence,  R.  I.,  the  Lozier 
branch  in  Philadelphia,  and  the  Washington, 
D.  C,  branch.  The  fate  of  the  Pope  branch 
in  Boston  is  still  in  the  balance. 

When  this  will  have  been  decided  the 
sliakeup  will  be  completed. 


Olive  in  Trouble.  X.  ^^, 

The  Olive  Wheel  Co.,  Syracuse,  N.  Y.,^  is ' 
in  financial  distress.  While  the  condition 
has  been  so  well  foreshadowed  as  to  cause 
small  surprise  to  those  "in  the  know,"  Presi- 
dent Gridley  has  finally  made  acknowledg- 
ment of  the  fact. 

"The  company,"  he  says,  "has  been  work- 
ing long  under  disadvantages,  and  is  in  hard 
luck.  Heretofore,  it  has  been  able  to  bor- 
row for  its  needs  of  friends  of  the  company. 
That  source  is  now  cut  off  and  owing  to  the 
pressure  the  company  has  to  admit  that  it 
is  insolvent,  and  must  be  forced  into  bank- 
ruptcy unless  the  general  creditors  will  ac- 
cept the  compromise  offered,  i.  e.,  25  per  cent 
to  the  general  creditors,  provided  that  they 
Avill  unanimously  accept  the  proposition." 

Mr.    Gridley  states  that  the  condition  of 
the  company  is  substantially  as  follows: 
Indebtedness    to    local    creditors, 
friends    of    the    company,    for 
moneys  loaned  without  any  se- 
curity, at  least $113,358  00 

Other  indebtedness,  bills  and  ac- 
counts payable  to  general  mer- 
chandise creditors   5,737  29 

Assets  of  company  as  per  last  in- 
ventory and  present  estimate. .       5G,229  17 
The  assets  consist  of  machinery,  tools   un- 
finished stock,  bicycles  in  course  of  construc- 
tion and  parts  of  bicycles. 

Several  judgments  already  hang  over  the 
concern. 


FIXED  GEARS  GO 


For  Standard  Threads. 

There  appears  to  be  a  prospect  of  real 
progress  being  made  in  the  direction  of  the 
standardization  of  screw  threads,  at  least 
so  far  as  those  used  in  cycle  construction 
are  concerned. 

At  a  recent  meeting  of  the  council  of  the 
(British)  Cycle  Engineers'  Institute,  the  re- 
port of  "a  committee  appointed  to  go  into 
this  matter  was  presented.  The  council  re- 
solved to  accept  this,  and  from  the  general 
tone  of  the  meeting  found  it  acceptable  as  it 
stood. 


O.  L.  Millard,  of  Millard  Bros.,  London, 
and  J.  McKenzie,  of  McKenzie  &  Co.,  same 
l)lace,  are  among  the  foreign  buyers  in  town. 


One  Suit  Settled. 

The  suit  of  the  American  Bicycle  Co.  vs. 
Lhe  Wisconsin  Wheel  Works  for  infringe- 
ment of  the  Smith  bottom  bracket  patent 
has  been  discontinued.  Both  parties  in  in- 
terest have  reached  an  agreement  out  of 
court. 


Four  Big  British  Malcers  Adopt  the  "Free 
Wheel "  Bicycle  as  Standard  Model. 


^^^lile  names  are  not  mentioned,  it  is  given 
out  on  "the  other  side"  that  at  least  four  of 
the  leading  British  manufacturers  have 
elected  to  make  "free  wheels,"  i.  e.,  bicycles 
fitted  with  coaster-brakes,  their  standard 
models  for  1902— a  move  that  implies  almost 
a  semi-revolution  of  the  trade. 

What  is  as  interesting,  it  is  added,  is  that 
no  exti-a  charge  will  be  made  for  the  new 
equipment,  which  includes  not  only  free 
wheels,  but  two  hand  applied  brakes;  they 
go  in  heavily  for  brakes  "over  there,"  you 
know. 

Formal  announcement  of  these  facts  is  be- 
ing withheld  only  until  the  opening  of  the 
cycle  shows  next  month. 

The  identity  of  the  manufacturers  is  not 
wholly  disclosed,  but  enough  is  said  to  make 
plain  that  Rudge-Whitworth— the  largest  in 
England— is  one  of  them. 

"Fixed  wheels"  will  not  be  catalogued  ex- 
cept at  the  same  price  as  "free  wheels"; 
"fixed  wheels  to  order"  will  be  the  usual 
announcement. 


Rover  is  all  Right. 

Reports  of  English  cycle  firms  now  coming 
in  give  support  to  the  belief  that  the  worst 
of  the  "slump"  in  really  over  in  King  Ed- 
ward's domains.  The  Rover  Cycle  Co.  show 
a  profit  of  just  under  $50,000,  out  of  which 
a  dividend  of  5  per  cent  is  paid  and  $12,50<1 
added  to  the  reserve  fund,  which  now  reaches 
$60,000.  A  slight  improvement  all  around  is 
shown  over  last  year. 


Breaks  Away  From  Monopoly. 

Rudge-Whitworth,  the  largest  and  gener- 
ally considered  the  most  progressive  of  Brit- 
ish manufacturers,  has  broken  away  from 
the  Dunlop  monopoly.  It  is  given  out  that 
their  1902  product  will  be  shod  with  the 
Clincher  tire. 

The  Norwegian  Government  at  Christiania 
is  inviting  tenders  for  100  bicycles  for  use 
in  the  imperial  army;  they  must  be  sub- 
nntted  on  or  before  November.  20. 


68 


THE  BICYCLING  WORLD 


[LOCKING  HORNS] 

Fight  Between  Dunlop  and  Clincher  Inter= 
ests  for  British  Tire  Trade  Grows  Keen. 


Ill  its  announced  determination  to  account 
for  95  per  cent  of  the  British  tire  trade  dur- 
ing 1902  the  Dunlop  Co.  is  mailing  material 
progress.  At  tlie  same  time  the  opposition 
to  the  big  concern  is  becoming  more  clearly 
defined,  and  the  lines  of  battle  are  being 
sharply  draTvn. 

Receding  from  its  former  position  of  "Dun- 
lop or  nothing,"  the  big  tire  company  has  dis- 
played an  unusual  amount  of  astuteness  even 
for  it,  in  shaping  its  campaign  for  the  com- 
ing season. 

Its  policy  has  been  broadened.  Instead  of 
being  restricted  to  Dunlop  tires  and  three  or 
four  others  manufactured  by  friendly  li- 
censees, the  makers  who  wish  to  maintain 
cordial  relations  with  the  Dunlop  Co.  are 
now  given  a  better  opportunity  to  do  so. 
The  hostile  tire  concerns— those  bearing  Dun- 
lop licenses,  but  having  more  regard  for 
their  own  interests  than  for  those  of  the 
parent  company — have  been  pacified.  Pre- 
sumably this  has  been  accomplished  by  an 
acquirement  by  the  Dunlop  Co.  of  an  interest 
in  the  licensee  company,  in  consequence  of 
which  their  paths  will  henceforth  be  the 
same. 

The  rfsult  is  that  the  Dunlop  Co.  now  has 
eight  licensee  companies  working  in  har- 
mony with  it  and  bound  by  fixed  prices — 
tliese.  of  course,  being  considerably  lower 
than  the  figures  at  which  the  genuine  Dun- 
lop tires  are  sold.  From  these  eight  con- 
cerns makers  can  buy  their  supply  of  tires 
at  will,  each  purchase  being  placed  to  their 
credit  and  aiding  them  to  secure  a  rebate  on 
tlie  season's  business. 

Outside  of  the  breastworlvs  is  found  one 
concern— a  big  one.  to  wit,  the  North  British 
Rubber  Co.  It  has  a  trump  card  in  its 
Clincher  tire,  and  being  unhampered  in  tlie 
matter  of  price,  it  is  playing  it  for  all  it  is 
worth.  The  deal  with  the  Rudge-Whitworth 
Co.  for  tlie  latter's  entire  1902  output,  men- 
tioned elsewhere,  is  the  first  fruit  of  the 
new,  aggressive  policy  of  the  Scotch  con- 
cern. 

"With  such  a  formidable  competitor  as  the 
North  British  Rubber  Co.  in  the  field,  the 
Dunlop  Co.'s  95  per  cent  of  the  tire  business 
is  by  no  means  assured.  But  it  is  quite 
plain  that  it  is  going  to  leave  no  stone  un- 
turned to  accomplish  its  avowed  object. 


Wanted  Tax  Reduced. 

To  an  assessor  who  endeavored  to  collect 
from  a  cyclist  at  Saco,  Me.,  a  $2  tax  on  his 
Ijicycle,  the  rider  asserted  that  the  best  offer 
he  could  o))tain  for  the  machine  if  he  wislied 
lo  sell  it  was  $2.  This  being  so,  he  thought 
(he  tax  should  be  scaled  down.  The  story 
does  not  relate  whether  this  pitious  appeal 
was  successful. 


What  is  a  Jobber? 

At  the  recent  annual  meeting  of  the  Na- 
tional Hardware  Association  that  vexed  and 
oft-asked  question.  What  is  a  jobber?  was 
brought  up  for  discussion. 

"Is  a  jobber  the  merchant  who  has  two 
travellers,  or  three,  or  can  any  one  be  rated 
a  jobber  who  has  no  travellers?"  is  the  form 
in  which  the  question  was  put. 

T.  J.  Fernley,  to  Avhoiii  the  president  dele- 
gated the  task  of  framing  the  reply,  defined 
the  jobber  in  this  wise: 

"The  jobber  is  the  proper  distributer  of 
goods  because  of  the  fact  that  he  employs  a 
corps  of  travelling  salesmen  to  do  for  the 
manufacturer  what  the  manufacturer  does 
not  do  for  himself,  but  in  determining  Avho 
a  jobber  is  we  must  have  before  us  con- 
stantly the  line  of  goods  that  are  being 
treated  of.  A  concern  might  be  entitled  to 
the  jobbing  prices  on  one  line  of  goods,  but 
not  on  other  lines,  not  being  engaged  in  that 
particular  branch  or  carrying  the  stock.  We 
aslv  that  a  differential  be  provided  for  all 
jobbers  regardless  of  size.  We  are  opposed 
to  quantitjr  discounts,  believing  that  is  a  mat- 
ter that  will  worlc  out  itself.  We  do  not  close 
the  door  against  a  smart  buyer,  neither  do 
we  open  tlie  door  to  him.  The  buying  and 
selling  has  nothing  to  do  with  the  work  of 
this  association." 


DEFENDING  FRAUD 


To  rialce  Defense    Stronger  the    Defender 
insults  the  Reputable  New  York  Trade. 


Something  new  in  Gas  Lamps. 

An  English  firm  has  brought  out  an  acety- 
leue  gas  lamp  which  contains  some  novel 
features.  It  is  charged  with  a  special  prepa- 
ration of  carbide  called  acetylithe,  which  is 
manufactured  by  a  special  process  which 
insures  regular  consumption,  and  regular 
production  of  acetylene  gas. 

Only  the  portions  of  the  acetylithe  which 
are  in  actual  contact  with  the  water  give 
out  gas,  and  when  a  sufficient  quantity  of 
gas  has  been  generated  to  fill  the  gas  cham- 
ber, the  pressure  of  the  gas  automatically 
forces  back  the  water  away  from  the  acety- 
lithe, and  no  more  gas  can  be  generated  until 
some  of  the  gas  already  in  the  gas  chamber 
has  been  drawn  off-  or  consumed.  This  re- 
leases the  pressure  on  the  water,  which  then 
rises  and  again  attacks  the  acetylithe,  which 
process  keeps  on  repeating  itself  automat- 
ically as  the  gas  is  generated  and  consumed. 

The  advantage  of  this  is  that  the  partly 
consumed  charge  can  be  left  in  the  generator 
for  days  at  a  time  and  will  not  waste,  but, 
like  oil  in  the  ordinary  lamp,  is  always  ready 
foi-  use  when  wanted. 


His  Only  Asset. 

A  story  of  "hopes  dashed  to  earth"  is  told 
by  a  bankruptcy  petition  filed  in  New  York 
this  week.  The  bankrupt  in  swearing  off 
debts  of  $21,000  affirms  that  his  only  asset 
is  a  jjatent  on  a  bicycle  coat  and  trousers 
which  is  now  of  no  value. 


The  malodorous  and  so-called  Manhattan 
"Storage"  Co.  has  finally  found  an  apologist 
and  defender.  As  might  have  been  expected, 
the  so-called  Cycling  Gazette  assumes  the 
role.  Last  month  this  journalistic  con-jurer 
cribbed  and  printed  as  "special  correspond- 
ence" a  portion  of  the  Bicycling  World's  ex- 
posure of  the  concern.  This  month  it  "eats 
crow"  ill  abject  fashion. 

It  claims  to  have  taken  "special  pains  to 
investigate  the  methods  of  the  Manhattan 
•Storage'  Co.,  and  finds  that  it  intends  to 
do  business  on  a  basis  of  permanency,  ac- 
cording to  a  system  of  making  sales  which 
is  calculated  to  bring  down  the  prices."  This 
labored  apology  not  being  enough,  the  apolo- 
gist Insults  the  reputable  New  York  trade 
by  adding  that  this  "system"  and  "petty 
jealousy"  have  "caused  a  great  amount  of 
dissatisfaction  and  envy  among  the  older 
and  more  conservative  dealers  who  previous- 
ly controlled  the  field  before  the  entrance  of 
this  hustling  firm." 

The  "system"'  referred  to,  as  the  Bicycling 
World  stated  after  an  investigation  of  the 
methods  of  the  "hustling  concern,"  consist-; 
in  advertising  at  cut-throat  prices  "high 
grade  bicycle  seized  (in  their  imagination  ► 
for  storage  charges."  The  bicycles  proved 
to  be  cheap  and  obsolete  job  lots,  the  makers 
of  which  had  failed  and  gone  out  of  business; 
the  "hustling  concern"  was  nevertheless  of- 
fering purchasers  the  "manufacturers'  guar- 
antee for  a  year." 

The  Manhattan  "Storage"  Co.  is  also  the 
same  whose  rating  by  the  commercial  agen- 
cies recently  and  suddenly  underwent  a 
startling  transformation. 

Journalism  has  suuk  low,  indeed,  when 
such  men  and  methods  can  find  defenders 
and  reputable  merchants  be  accused  of  being 
envious  or  jealous  of  such  ilk. 


The  Birmingham  Small  Arms  Co. — Eng- 
land's big  parts  concern — is  bringing  out  a 
set  of  motor  bicycle  fittings  for  the  1902 
trade. 


Campbell  is  Coming. 

S.  A.  Campbell,  chief  traveler  of  the  Bar- 
west  Coaster  Brake  Co.,  leaves  this  week  on 
his  initial  tour  in  the  interests  of  the  brake 
with  the  "irresistable  combination."  He  will 
visit  all  the  principal  points'  between  Albany 
and   Denver. 

Starr  Buys  in. 

V.  W.  Starr,  for  fourteen  years  identified 
with  the  Columbia  interests  in  Hartford,  has 
l>urchased  an  interest  in  the  Connecticut 
Rubber  Co.,  of  that  city.  His  long  cxpeii- 
ence  should  accrue  to  the  advantage  of  tin' 
company. 

Consolidating  in  Canada. 

The  store  of  the  National  Cycle  and  Auto- 
mobile Co.,  at  St.  John,  N.  B..  will  be  dosed 
and  the  business  combined  with  that  of  the 
Canada  Cycle  and  IMotor  Co.  and  cani('<l  on 
at  the  store  of  the  latter  concern. 


THE  BICYCLING  WORLD 


69 


DOUBTED  THEM  ALL 

How  the  Trade  Received  all  Important  In- 
novations—Some now  Curious  and  In- 
teresting History  Recalled  by  Mo- 
tor Bicycle  Situation. 


Although  the  motor  bicycle  has  made  and 
is  makiug  substantial  headway,  the  doubters 
are  still  sufliciently  numerous  to  be  both 
heard  and  felt.  Many  of  these  sceptics  are 
in  high  places,  and  are  ripe  in  experience. 
The  lessons  of  the  past,  however,  appear  to 
have  lost  their  effect  on  them.  They  shake 
their  heads  or  wave  away  the  motor  bicycle 
as  if  it  was  something  to  be  avoided  or  un- 
worthy of  consideration. 

In  some  cases  this  attitude  is  easily  un- 
derstood; in  others  it  is  beyond  understand- 
ing. To  some  it  may  prove  discom-aging;  to 
others— those  with  more  retentive  memories 
—it  is  an  attitude  that  w^as  not  unantici- 
pated; it  is  in  line  with  the  history  of  the 
trade.  No  substantial  or  far-reaching  inno- 
vation was  ever  received  with  open  ai-ms; 
indeed,  all  were  doubted  long  and  persist- 
ently, and  vi'on  out  only  when  there  was  no 
longer  room  for  doubting. 

RECEPTION  ACCORDED  THE  SAFETY. 

Even  before  the  safety  bicycle  reached 
these  shores  the  very  idea  of  it  was  greeted 
with  derision. 

"Who's  going  to  ride  such  a  thing  as  that?" 
is  the  remarlv  attributed  to  cyclists  in 
general  by  the  prints  of  those  times. 

The  sentiment  of  the  day  was  so  strongly 
against  the  newcomer  tliat  the  Bicycling 
World  in  February,  1885,  protested  that  it 
was  "too  soon  to  dismiss  these  safeties  in 
such  a  summary  manner."  It  was  admitted, 
however,  tiiat  there  was  "danger  of  this 
safety  business  being  overdone,"  but  the 
paper  considered  that  it  siiould  be  given  a 
fair  chance. 

In  December  of  the  same  year  Julius  Wil- 
cox prophesied  that  "the  geared  dwarf"  was 
■■merely  having  a  day  out";  that  the  idea  of 
riders  seating  themselves  on  a  bicycle  hav- 
ing such  small  wheels  was  ridiculous;  the 
vibration,  he  asserted,  \^■ould  make  "verte- 
brated  jelly"  of  all  who  rode  them.  He 
pointed  out  that  safeties  were  neither  new 
nor  novel,  and  pointed  to  the  original  bone- 
shakers to  support  him. 

CALLED  THEM  COWARD.S. 

When  the  American  manufacturers  weve 
ruially  compelled  to  take  up  the  "goat,"  as 
it  ^^■as  dubbed,  tlic  feeling  against  the  "small 
safety  mania,"  if  anything,  increased  in  in- 
tensity. When  the  Pope  Mfg.  do.  had  .«iold 
:\<)0  of  them  they  considered  th<'  f.'X't  of 
sufficient'  importance  to  advertise  i1.  But 
the  doubt  and  prejudice  continued.  Tradp 
and  clubs  were  alike  rent  by  discussions  of 
the  subject.  Tt  was  made  an  issue  in  club 
elections,  some  of  the  organizations  holding 
that  it  was  belittling  and  demeaning  to  be 
led  by  otBcers  riding  the  despised  "dwarfs"; 


"coward"  and  "old  woman"'  were  not  infre- 
quently the  terms  applied  to  them. 

As  late  as  1889,  when  the  '■dwarf"  had 
made  substantial  headway,  Lutlier  H.  Por- 
ter, who  wrote  "Cycling  for  Health  and 
I'leasure,"  asserted  that  it  was  ■'idle  to  con- 
tend that  the  safety  ran  as  easily  as  the 
ordinary";  ■'or.ce  started,"  he  wrote,  "tlie 
latter  runs  itself;  the  safety  always  needs 
pushing."  He  went  furtlier,  and  expressed 
what  he  termed  the  "■stampede"  to  the  safe- 
tj%  "a  condition  which  there  is  no  reason  to 
suppose  will  become  permanent";  he  believed 
the  high  wheel  would  "regain  much  of  the 
favor  it  has  temporarily  lost." 

THE  ORDINARY  DIED  HARD. 

In  1890.  when  the  turn  of  the  tide  had  set 
unmistakably  toward  the  safety,  a  writer  in 
the  Chicago  Referee  described  those  who 
rode  high  wheels  as  "chumps."    "I  pray  God 

to  preserve  me  from  the  d f s  who  still 

ride  Them,"  he  added.  This  brought  out  a 
warm  reply  in  the  Bicycling  World  from 
■'Ordinary,"  wlio  spoke  of  the  Westerner's 
"shallowness  of  mind,"  and  who  gave  it  as 
his  opinion  that  the  reason  the  Chicagoan 
decried  the  high  wheel  was  because  he 
"lacked  the  requisite  nerve  to  ride  one,  fear- 
ing to  break  his  worthless  neck." 

Tills  is  but  an  illustration  of  the  bitter- 
ness of  the  feeling  that  existed.  Taken  with 
the  following  extract  from  the  Wheel  of 
August  18.  1891,  it  serves  to  show  that  the 
'ordinary  died  hard:  "A  New  York  dealer 
informs  us  that  three  men  have  placed  their 
safeties  on  sale  in  his  place  anil  gone  back 
to  the  ordinary.  Surely  these  are  stormy 
times.  Avith  solids,  cusliions  and  pneumatics, 
with  ordinaries,  safeties,  rationals  and 
geared  ordinaries." 

P.ALL  BEARINGS  DECLARED  UNNECE.SSARY 

Kveii  ball  bearings  did  not  escape  opposi- 
ti(*u.  ■'A  mistake  and  needless  expense," 
tlicy  were  termed  by  one  writer  of  the  time, 
who  brouglit  mathematics  to  bear  him  oi.t. 
Wlien  the  Bicycling  World"  took  him  to  taslc 
lie  pointed  to  "the  failure  of  sucli  bearings 
on  car  axles  forty  years  before." 

PNEUMATIC  TIRES  RIDICULED. 

The  pneumatic  tire  created  even  more  de- 
rision, and  fairly  split  the  trade  into  two 
camps,  tlie  by  far  weaker  one  favoring  the 
new  tire.  For  a  year  or  more  the  majority 
would  have  none  of  it.  They  laughed  it  to 
scorn.  •"Balloon  tire,"  "sausage  tire,"  ■■road 
rollers."  '■l)ags"  and  other  equally  pleasing 
terras  were  applied  to  it. 

After  it  first  appeared  on  the  track,  in 
iVugiist,  1890,  and  swejit  all  before  it,  it  Avas 
li:u^red  by  m:iuy  race  promoters,  causing  the 
Bicycling  World  of  September  .^.  1890.  to 
remarlv  proplieticilly:  ■'The  action  of  An- 
thony Comstock  in  placing  his  ban  on  a  cei^- 
lain  book  because  of  its  suijposed  inimoralily 
insures  .a  irf^memlous  sale  for  tJiat  particular 
book.  Wp  wonder  if  the  action  of  the  Eng 
lish  racing  authorities  and  the  Peoria  clul' 
in  barring  or  handicapping  the  air  tire  will 
not  have  a  similar  effect  on  the  demand  for 
luieumatics." 

The  Wheel  believed  that  pneumatics  would 


be  "the  racepatli  wheels  of  1891,"  and  while 
expressing  belief  in  the  ••hollo\^  tire  idea" 
favored  cushions,  ■'which  neither  puncture, 
soften  nor  burst,  like  pneumatics." 

FAD  OR  FASHION,  SAID  POPE. 

Generally  speaking,  the  trade  was  inclin- 
ing toward  cushion  tires,  considering  pneu- 
matics impractical  for  road  use.  In  Ortober, 
1890,  the  Pope  Mfg.  Co.  was  far  from  con- 
vinced, and'  made  this  covert  strike  at  all 
the  new  tires:  "Every  rubber  tire  is  a 
cushion,  and  in  a  certain  way  the  term 
■cushion  tires'  lately  used  so  much  is  a  mis- 
uonu'r.  There  is  no  charm  in  the  name,  ex- 
cept to  catch  the  ear  of  the  unthiulting.  But 
the  thing,  a  round  rubber  tire  with  a  con- 
centric hole  through  it,  or  a  rubber  tire  of 
any  other  shape,  partly  hollow  for  freer 
compressibilitj-  or  less  Aveight,  is  no  novelty 
except  in  the  sense  of  a  fad  or  a  fashion." 

Again,  one  of  its  ads.,  Avhich  at  the  time 
used  the  personal  pronoun,  returned  to  the 
subject  in  this  Avise:  '■Every  now  and  then 
something  extreme  sets  people  to  sputtering. 
Some  quick  and  successful  spurt  starts  some 
people  pell  mell  in  a  direction.  Or  it  makes 
them  object.  I  can't  do  justice  to  that  sub- 
ject noAv— but  did  you  notice  that  amid  the 
objections  to  the  'pneumatic'  two  inch  in- 
flated bag,  which  runs  over  a  soft  track 
better  than  a  half  inch  rubber  wire  does,  no- 
body seems  to  formulate  the  idea  clearly 
tliat  it  is  .a  different  instrument?" 

OVERMAN  DOUBTED  PERMANENCY. 

None  of  tlie  ■'Big  Three"  of  those  days- 
Pope,  Overman  and  Gormully  &  .Teffery^ 
would  accept  the  air  tire;  all  pinned  their 
faith  to  cushions.  Overman  in  January,  1891. 
remarking  publicly  that  "it  is  a  problem  as 
to  Avhether  or  not  pneumatic  tires  will  ever 
be  of  permanent  A\alue." 

Just  before  that  date  the  Bicycling  World 
caiiA-assed  the  trade  on  the  subject,  and 
foimd  tliat  ■■80  per  cent  of  the  replies  ranged 
from  conservatiA-e  non-committal  to  absolute 
distrust  in  Avhat  some  of  them  call  a  fad; 
the  other  20  per  cent  are  more  iiopeful." 

VIEWS  OF  THE  MAKERS. 

At  tliis  time  it  must  be  understood  that 
pneumatics  Avere  not  generally  considered; 
tlie  replies  referred  to  applied  to  cushions,  in 
A\iiich  faith  AAas  Jione  too  strong,  as  these 
opinions  attest: 

""Manufacturers  are  frequently  compelled 
to  adopt  methods  that  do  not  meet  with  their 
aj.'proval;  they  do  so  to  satisfy  a  demand. 
Our  opinion  is  that  the  cushion  tire  Avill 
come  under  th's  head." 

■"We  have  had  calls  for  cushion  tires,  but 
do  not  look  upon  this  as  in  any  way  ow  ing 
lo  llie  merit  of  the  tire,  but  simply  to  the 
extensive  advertising  and  .articles  written  in 
il>  favor,  and  lli<'  natural  tendency  of  some 
riders  to  \\;inl  every  new  tiling  that  comes 
i.nl."" 

"I  li;i\'e  lalked  free]\  with  makers  .i nd 
dealers,  and  they  express  frnnkl.\-  tlieii-  dread 
of  this  popular  whim." 

In  Ihigland,  wiiere  the  air  tire  obtained  irs 

(Continued  on  page  77.) 


70 


THE  BICYCUNG  WORLD 


When  t  the  Flowers  f  That  Bloom  t  in  the  Spring  f 

(Please  observe  the  exhibits  that  adorn  this  ad  ) 

begin  to  bud  there  are  a  lot  of  dealers  who  will  make  a   mad   rush   to  secure  the   Royal   agency.      They  are  putting  ott  until 
to-morrow  what  they  should  do  to-day ;  many  are  doomed  to  disappointment ;    they  will  discover  that  "  delays  are  dan- 
gerous "  and  that  they  are  everlastingly  too  late.       As  we  have  said  before,  the  time  to  obtain  the  Royal 
agency  is  now.      There  will  be  no  winter  of  discontent  for  the  dealer  who  has  it.      The  Royal  will 
give  him  something  to  show  during  the  dull  months — something  to  talk  about — something 
\^  to  demonstrate — something  that  will  attract  people  to  his  store — something  that  .V/ 

will  arouse  interest  that  will  blossom  into  sales  when  Spring  begins  to  bud. 
There's  not  another  article  in  the  cycle  trade  that  affords  half  so  much 
\/         \/  room  for  winter  work  or   that  holds  even  one-half  the  promise,  .y/         .V/ 


¥ 


^ 


¥ 


•<'if 


¥ 


¥ 


'8P' 


¥ 


ROYAL  MOTOR  WORKS.  CHICOPEE  FALLS,  MASS. 


535' 


¥ 


u 


¥ 


Fisk  Tires 


are  not  simply  good^  but  are  good  for  something — good  in  service* 

They  run  lightly^  wear  well  and  stand  up  under  all  reasonable  tests* 

Every  dealer  who  is  not  working  for  to-day  alone  ought  to  sell  Fisk  Tires* 

They  help  to  build  up  trade^  and  what  is  more^  they  keep  it* 


BRANCHES- 
Sfringfibld;       Nhw  York,  99  Chamber*  St.;       Syracuse;       Buffalo 
Detroit;     Chicago,  54  State  St.:      San  Francisco,  The  Phil  B.  Bekeart 
Co.,  114  Second  St. 

REPAIR  DEPOTS: 

105  Reade  St.,  Nkw  York,  N.  Y.;  168  Oliver  St.,  Boston,  Mass.; 

1015  Arch  St.,  Philaublfhia,  Pa. 


FISK  RUBBER  COMPANY 


CHICOPEE  FALLS,  MASS. 


and;v^t^OCYCLE  REVIEW-*^ 

In  which  is  Incorporated 
'  .ne  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  GOODMAN  ©OMPHNY, 

133'I2S  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


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Entered    as   second-class   matter   at   the  New  York,  N.  Y., 
Post  Office,  September,  1900. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

1^"  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publicatioti. 

I^°"  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  mate  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 

New  York,  October  24,  1901. 

Coaster-Brakes  as  Standard. 

Not  since  the  pneumatic  tire  obtained  uni- 
versal adoption  has  any  move  been  made 
that  borders  so  closely  on  the  revolutionary 
as  the  action  of  four  large  and  reputable 
English  manufacturers  in  adopting  the  "free 
wheel"  bicycle  as  their  standard  model  for 
19(»2,  as  is  detailed  in  another  column. 

The  effect  of  the  action  is  not  to  be  minim- 
ized or  gainsaid.  Its  influence  is  certain  to 
be  felt  in  this  country.  It  will  give  the 
American  trade  something  to  think  about,  if. 
indeed,  it  does  not  assist  some  of  our  manu- 
facturers in  reaching  a  similar  decision. 

Without  linowledge  of  what  was  brewing 
abroad,  the  Bicycling  World  in  its  issue  of 
September  5  suggested  that  the  time  was 
approaching  when  some  enterprising  cycle 
maker  would  make  the  very  move,  i.  e.,  adopt 
coaster  brakes  as  his  standard  equipment, 
and  now  that  the  Britons  have  unexpectedly 
taken  the  initiative,  it  is  up  to  the  American 
trade  to  don  its  thinking  cap. 

To  relegate  the  fixed  gear  to  the  rear,  to 
shelve  it  as  an  "option,"  is  a  bold  stroke 


THE  BICYCUNG  WORLD 

that  is  not  to  be  lightly  considered.  Cons  as 
'well  as  pros  enter  into  the  argument,  but  the 
fact  that  one  of  the  four  English  concerns 
that  have  taken  the  plunge  is  the  largest 
and  most  popular  in  the  Kingdom,  demon- 
strates the  great  strength  of  the  pros.  Such 
a  concern  would  not  recklessly  burn  the 
bridge  behind  it. 

The  contention  that  the  coaster  brake  is  on 
a  plane  with  the  pneumatic  tire— that  it  adds 
as  much  to  the  cyclist's  pleasure  and  more 
to  his  personal  safety  is  full  of  substance.  It 
is  open  to  argument,  of  course,  but  we  be- 
lieve the  greatest  weight  is  on  the  side  of  the 
coaster  brake.  Whether  the  retail  trade  and 
cycling  public  is  generally  ready  to  accept 
this  view  is  a  pretty  question,  but  one  which 
any  manufacturer  can  probe  and  settle  by 
inquiry  of  his  own  agents.  But  even  if  now 
settled  in  the  negative  it  is  our  firm  opinion 
that  the  near  future  will  see  the  decision 
reversed  and  see  the  triumph  of  the  coaster 
brake  model. 

That  there  exists  an  immediate  opportunity 
for  some  one  or  two  American  makers  to 
make  the  move  and  to  adopt  the  "coaster 
brake"  as  his  battle  cry  is  apparent;  if 
sounded  loudly  and  often  we  believe  the  cry 
will  win  out  and  that  another  year  will  see 
the  coaster  brake  in  a  fair  way  of  universal 
use. 


Punctures  and  Tire  Improvement. 

Makers  of  pneumatic  tire  repair  outfits 
know,  if  no  one  else  does,  how  the  use  of 
these  once  indispensable  accompaniments 
of  all  riders  has  fallen  off. 

They  do  not  turn  out  anything  like  the 
number  they  did  a  few  years  ago.  Then  a 
repair  outfit  went  with  every  bicycle  and 
every  pair  of  tires  sold,  and  hundreds  of 
thousands  more  wei'e  sold  over  the  counter, 
to  take  the  place  of  used  ones.  A  rider 
would  almost  as  soon  have  thought  of  start- 
ing out  without  a  -  pump  as  without  a  re- 
pair kit. 

There  are  still  as  many  riders,  still  as 
many  bicycles  in  use.  But  the  repair  out- 
fits have  dropped  off  amazingly.  As  an  ex- 
treme instance  of  this,  it  may  be  said— and 
the  statement  will  excite  no  surprise— that 
there  are  tires  now  sold  without  such  out- 
fits; if  the  latter  are  insisted  upon  they  are 
charged  extra  for. 

One  cause  of  this  decadence  of  the  repair 
outfit,  or,  rather,  of  its  use,  is  the  greater 
disinclination  to  mend  one's  own  tires  now 
observable.  Riders  who  formerly  never 
thought  of  calling  on  a  repair  man  to  make 


7J 


good  such  ordinary  occiu-reuces  as  punctures 
now  take  just  the  opposite  course.  For  the 
•small  troubles,  as  well  as  the  large  ones, 
they  turn  to  the  repair  man  to  extricate 
them.  His  charges  are  reasonable,  and  fre- 
quently even  a  man  who  can  easily  make  a 
repair  himself  will  have  recourse  to  him. 

Another  reason  for  this  abandonment  of 
the  habit  of  carrying  repair  outfits,  and  one 
which  is  but  little  commented  on,  is  found 
in  the  greater  reliability  of  the  average  tire. 

A  few  years  ago  punctures,  cuts  and  even 
bursts  were  of  common  occurrence.  Few 
riders  were  exempt  from  them,  and  the 
majority  were  frequent  victims.  Tire 
troubles  were  almost  expected.  They  were 
liable  to  be  experienced  at  any  time,  and 
the  far  from  pleasurable  anticipations  en- 
tertained in  view  of  this  fact  were  not  often 
disappointed.  The  dreaded  escape  of  air 
might  occur  at  any  time,  any  place,  and  few 
riders  were  so  foolhardy  as  not  to  be  pre- 
pared for  them. 

Then,  too,  the  matter  of  cost  of  repairs  was 
no  inconsiderable  item.  Charges  were 
higher  then  than  now,  and  when  it  is  re- 
called that  repairs  were  much  more  fre- 
quently necessitated,  it  is  easily  understood 
why  there  should  be  a  very  great  cost  en- 
tailed, especially  if  the  rider  were  more 
than  usually  unfortunate. 

There  is  very  little  doubt  that  the  tires  of 
to-day  give  less  trouble  than  their  predeces- 
sors. Manufacturing  processes  have  im- 
proved, and  the  reputable  tire  is  a  very  re- 
liable article.  Misfortune  will  overtake  it 
occasionally,  but  it  is  not  very  rare  for  a 
rider  to  go  through  an  entire  season  without 
a  puncture.  Such  a  thing  as  dozens  of  them 
—a  frequent  occurrence  years  ago— is  almost 
unheard  of. 


Troubles  are  Exaggerated. 

For  evpry  time  a  motor  bicycle  goes 
wrong — even  in  the  most  insignificant  de- 
tail—there may  be  a  score  of  occasions  wlien 
it  is  beyond  criticism. 

Nevertheless,  the  one  untoward  occasion 
will  vastly  outweigh  the  twenty  toward  ones 
in  the  mind  of  the  rider.  The  latter  are  rare- 
ly thought  of,  scarcely  ever  dwelt  upon.  The 
owner  of  a  machine  may  ride  fifty  or  one 
hundred  miles  without  a  hitch,  and  think  no- 
thing of  it;  but  let  one  thing  go  wrong  and  he 
will  frequently  remember  only  it,  and  won- 
der why  he  ever  had  anything  to  do  with 
such  a  nunreliable,  even  worthless  "contrap- 
tion." 

This  state  of  chronic  fault  finding  is  in- 


■H 


n 


THE  BICYCLING  WORLD 


.separable  I'm  111  all  new  tliiugs.  When  the 
safety  bicycle  became  popular,  when  the 
pueuniatie  tire  put  in  an  appearance,  when 
light  machines  were  first  produced,  and  su 
(in  down  the  scale,  the  same  disposition  to 
find  fault  on  all  occasions  was  observable. 

But  as  every  change,  every  improvement, 
connected  with  the  bicycle  had  to  run  rho 
same  gauntlet  of  criticism,  so  each  and  all 
i>f  tlKMu  tiiially  outlived  it. 

The  time  came  when  some  of  the  troubles 
complained  of  were  removed;  straightway 
the  remaindi  r  were  forgotten. 

It  will  be  so  with  the  motor  bicycle.  The 
disposition  to  throw  up  one's  hands  in 
mingled  horror  and  resignation  every  time 
the  mixture  is  wrong  or  the  sparking  is  not 
regular,  or  the  belt  slips,  will  ultimately  dis- 
appear. 

The  more  a  rider  uses  a  motor  bicycle  the 
better  he  will  tmderstand  it  and  know  how  to 
use  it  and  take  care  of  it;  that  is,  provided 
he  has  some  glimmering  of  mechanical 
knowledge. 

If  he  is  without  this,  however,  it  were 
I'.ii-  Ix'trer.  both  for  himself  and  the  trade. 
lliat  be  never  crossed  the  saddle  of  a  me- 
chanically propelled  bicycle. 

For  ir  is  a  fact,  and  it  might  as  well  be 
understood  at  the  outset,  that  the  rider  who 
would  not  know  liow  1o  screw  up  ;i  luit  if 
he  attacked  it  w  reiich  in  hand— and  there  are 
Hot  a  few  oC  lliese  running  around  loose — has 
iio  business  with  a  motor  bicycle. 

To  use  an  Irishism,  there  should  ))0,  in 
such  cases,  a  divorce  before  there  is  a  mar- 
liauc.    l-Mse  there  will  be  tronble. 

It  may  be  said  for  the  motor  bicycle,  too. 
that  (wen  at  this  early  stage  of  the  game, 
there  is  a  very  marked  lessening  in  the  num- 
ber  of   troubles   encountered. 

As  we  have  learned  by  experience,  it  is  not 
necessary  to  start  out  on  a  motor  bicycle  run 
with  the  fear  constantly  in  one's  mind  that 
tlie  retin-n  .iournej-  will  be  made  \iy  train  or 
on  foot.  Or  even  that  something  will  surely 
go  wrong,  although  it  will  be  of  such  a 
simple  nature  that  it  can  be  quickly  made 
good. 

It  is  quite  possible,  even  now,  to  come 
llirough  such  a  run  without  a  mishap  of  any 
Icind:  without  having  to  touch  any  one  of  the 
leany  i)ails  that  could  go  wrong. 

\w\  lliis  immunity  from  trouble  will  be- 
coiiie  greater  as  the  months  go  by. 


l>ealers  were  asked  if  they  were  doing  any- 
thing in  side  lines,  or  if  they  intended  to 
make  a  start,  and  no  effort  was  spared  to 
convince  them  that  their  only  hope  of  salva- 
tion •  in  a  commercial  sense,  of  course  lay 
in  these  much  discussed  side  lines. 

Of  late  the  subject  has  not  been  so  much 
touclied  upon.  Tlie  changes  are  no  longer 
rung  upon  it;  tlie  retail  trade  is  no  longer 
catecised  and  lectured  on  its  imperative  duty 
to  itself  and  the  remainder  of  the  trade  in 
the  matter.  Instead,  it  is  left  to  fight  its 
own  battles,  to  grapple  with  the  problem  as 
liest  it  may. 

This  new  policy  has  not  been  adopted  in 
pursuance  of  any  belief  that  side  lines  are  no 
longer  necessary. 

The  belief  in  their  necessity  is  even 
stronger  than  it  was  before.  Indeed,  it  is 
no  longer  open  to  dispute.  Without  side 
lines  the  great  majority  of  dealers  cannot  ex- 
ist, consequently  the  fact  that  they  do  exist 
is  pretty  strong  evidence  that  they  are  handl- 
ing side  lines. 

Such  is  undoubtedlj'  the  case.  The  time 
for  talk  aljout  the  matter  is  past.  Action 
nius!  take  its  pl.ace  and  has  done  so  in  most 
cases. 

The  successful  dealers  to-day  are  those 
who  liave  incorporated  side  lines  with  their 
c\  cle  business. 


Has  Settled  Itself. 

It  used  to  be  at  this  sea.son  of  the  year 
tliat  I  lie  question  of  side  lines  was  taken  up 
and  discussed  in  all  its  phases. 


History  and  Motor  Bicycles. 

Man's  memory  is  tickle.  It  forgets  quickly 
and  in  spite  of  itself.  Impressions  so  deep  or 
so  marked  as  to  seem  indelible  rapidly  efface 
themsehes.  Nothing  better  serves  to  illus- 
trate these  observations  than  the  respective 
receptions  accorded  the  several  innovations 
or  "trade  revolutionizers"  or  semi-revolution- 
izers  that  left  their  impress  on  the  industry. 

Each  in  turn  was  received  with  doubt  and 
derision.  Generally  speaking,  all  were  treated 
with  contempt.  Time  and  money  were  spent 
ill  the  effort  to  actually  fight  them  down  and 
provide  makeshift  substitutes.  Despite 
s\A  eeping  triumphs  of  successive  innovations, 
the  same  men  pursued  the  same  policy  of 
scepticism  and  opposition  whenever  anything 
new  appeared.  The  experience  of  the  past 
went  for  naught. 

The  safety  bicycle,  the  pneumatic  tire,  the 
coaster-brake,  tlie  cushion  frame,  each  in 
turn  was  compelled  to  fight  for  its  very 
existence.  The  same  may  be  said  of  nearly 
all  the  l(>sser  improvements. 

It  is  not  strange,  therefore,  that  there  are 
still  to  be  found  not  a  few  who  doubt  and 


repel  tlie  motor  bicycle,  some  of  them  in 
high  jdaces.  As  an  exposition  of  the  doubt 
and  opposition  that  its  predecessor  encoun- 
tered, the  extracts  from  cycling  history 
w  liieli  We  reproduce  elsewhere  in  this  issue 
are  full  of  human  interest;  they  make  enter- 
taining reading.  If  anything,  they  demon- 
strate that  tlie  sceptics  and  unbelievers  of 
to-day  lack  the  fire  and  intensity  of  the  past; 
they  talk  less  in  print  and  more  with  the 
tongue. 

The  arguments  they  bring  to  bear  against 
the  motor  bicycle  are  full  brothers  to  those 
uttered  against  the  early  innovations.  The 
teri-ittc  vibration,  the  dust  and  dirt  that  come 
of  being  seated  near  the  ground,  the  compli- 
cation, the  sensitiveness  of  steering,  the  fric- 
tion of  the  chain— all  these  were  urged 
against  the  safety  bicycle.  Its  cost,  its  re- 
pulsive appearance,  its  side  slip,  its  "suction," 
its  "exi)losioiis."  its  extra  liability  to  punct- 
ure and  injury,  its  impossibiltj'  of  repair  by 
the  avei-.ige  man — these  were  but  a  few  of 
the  obstacles  the  air  tire  encountered. 
The  loi'enmner  of  the  cushion  frame — the 
spring  liaiiK^— was  practically  ridiculed  off 
tlie  market.  The  coastei"-brake  was  laughed 
at  as  a  "freak"  or  treated  with  disdain  or 
silent  contempt. 

If  the  sjionsoi's  of  these  innovations  and 
the  small  minority  wlio  placed  faith  in  them 
had  permitted  themsielves  to  become  discour- 
aged and  had  !>owed  to  what  we  call  public 
sentiment,  their  respective  inventions  would 
h;«ve  died  a-borniiig  and  the  cycle  trade 
w  (nild  still  be  v\earing  bibs  and  tuckers. 

it  required  all  of  five  years  for  the  safety 
bicycle  to  thoroughly  assert  itself.  Three 
years  elapsed  before  the  pneumatic  tire  won 
its  way  into  full  faith,  and  the  coaster-brake, 
as  we  all  know,  took  oven  longer  to  attain 
tlie  same  end. 

The  motor  bicycle,  therefore,  may  be  said 
to  have  progressed  famously.  This  was  its 
first  year,  and  the  twelve  months  have  been 
marked  by  substantial  if  not  sensational 
progress. 

Doubt  eanuot  be  dispelled  in  a  day,  nor 
perfection  be  attained  in  a  year.  We  cannot 
bring  ourselves  to  believe  that  a  bicycle 
which  overcomes  the  last  obstacles  to  cy- 
cling— hills  and  head  winds — can  fail  to  pre- 
vail. AA'e  have  I'aith  in  its  improvement  and 
simplifl<-al:ioii,  and  in  the  ability  of  the  aver- 
age rider  to  understand  and  care  for  it  just 
as  lie  learned  to  understand  and  care  for  the 
"(onqilicated"  safety  and  the  "irreparable" 
pneumatic  tire. 


THE  BICYCLING  WORLD 


n 


FIGURING  PROFITS 


Mistakes  Committed  by  Most  Retailers- 
Items  Tliat  Should  be  Considered. 


Retail  business  iu  its  highest  modern  de- 
velopment may  be  regarded  almost  as  an 
exact  science.  It  is  only  the  few  and  the 
very  largest  among  the  retailers,  however, 
who  have  j'et  reached  this  degree  of  mer- 
cantile perfection;  the  majority,  especially 
the  smaller  ones,  still  running  their  busi- 
ness on  the  old  plan,  in  which  detail  is  de- 
plorably lost  sight  of  and  guesswork  largely 
rules. 

For  instance,  we  are  often  asked  the  ques- 
tion, "What  would  be  a  fair  profit?  What 
does  'a  profit'  mean?" 

Many  a  retailer  who  regards  himself  as 
quite  an  accomplished  business  man  will 
add,  say,  35  per  cent  to  the  cost  price  and 
proceed  to  sell  the  goods  in  the  belief  that 
he  is  making  35  per  cent  profit. 

Cost  price,  expense,  profit  are  the  main 
items  that  enter  into  every  commercial  cal- 
culation. Without  accurate  knowledge  of 
the  amount  of  each  of  the  first  two  items, 
the  third,  and  the  most  important,  will  al- 
ways be  an  unknown  and  uncertain  quantity, 
says  the  Keystone.  The  failure  of  many 
merchants  is  ti-aceable  to  the  fact  that  they 
operate  without  a  thorough  and  comprehen- 
sive method  or  system  for  ascertaining  the 
relative  percentage  of  expense  incidental  to 
conducting  their  business.  As  a  consequence 
they  either  sell  their  goods  too  low,  thereby 
incurring  direct  loss,  because  they  realize  in- 
sufficient, if  any,  profit,  or  they  place  too 
high  a  value  on  their  goods,  resulting  in  loss 
of  sales. 

As  necessary  a  part  of  merchandising  as 
buying  or  selling  goods  is  to  ascertain  the 
expense  connected  with  handling  them;  then 
the  cost  price  and  this  expense  should  be 
summed  up  before  the  merchant  adds  the 
profit  he  wishes  to  realize.  In  calculating- 
expense  the  merchant  should  include  all 
items  of  expense  which  do  not  add  anything 
to  the  value  of  the  product,  but  necessarily 
arise  from  and  are  incidental  to  conduct- 
ing the  business,  such  as  store  rent,  insur- 
ance of  stock,  taxes,  bookkeeping,  postage, 
stationery,  and,  last  but  by  no  means  least, 
the  cost  of  advertising  and  salaries  of  sales- 
people, and  a  sum  sufficient  to  cover  the 
time  and  labor  which  the  proprietor  will 
find  it  necessary  to  devote  to  handling  the 
goods.  When  the  relative  percentage  of  ex- 
pense to  the  amount  of  goods  purchased  has 
been  ascertained  and  due  allowance  has  been 
made  for  the  same,  as  well  as  for  probable 
losses  on  bad  debts  and  possible  shrinkage 
in  value,  the  business  man  is  in  proper  po- 
sition to  fix  the  percentage  of  profit  to  be 
added  to  his  goods. 

Now,  as  the  question  of  profit  depends  not 
only  on  the  actual  cost  of  the  goods,  but  also 
on  so  many  items  of  expense,  we,  of  course, 
are  not  in  a  position  to  say  how  much  should 


be  added  to  the  cost  to  make  a  "fair  profit." 
This  is  a  question  for  his  own  careful  cal- 
culation, and  failure  to  make  it  accounts  for 
tlic  fa<'t  that  sometimes  merchants  go  along 
in  business  and  think  they  arc  making 
money  until  the  first  inventory  is  taken, 
when  to  their  amazement  they  find  that  they 
have  made  little  gain  or  that  they  have 
actually  lost  money. 


ABOUT  JAPANNING 


Enamellins;  Really  a  Lost  Art— How  to  Ob- 
tain the  best  Results. 


Fits  all  Valves. 

Because  of  its  capacity  for  holding  on,  the 
C.  H.  Larson  Cycle  Co.,  Chicago,  have 
dubbed  the  new  pump  connection  which  they 


are  marketing  and  which  is  here  shown,  the 
Bull  Dog.  The  idea  is,  of  course,  to  provide 
a  connection  that  will  fit  all  valves;  the  illus- 
tration shoAvs  tlie  device  in  use  and  out  of 
use  and  clearly  explains  the  principle  in- 
volved. , 

To  Increase  One's  Wages. 

Every  employe  pays  for  superintendence 
and  inspection.  Some  pay  more  and  some 
less.  That  is  to  say,  a  dollar  a  day  man 
would  receive  two  dollars  a  day  were  it  not 
for  the  fact  that  some  one  has  to  think  for 
him.  look  after  him,  and  supply  the  will  that 
holds  him  to  his  task.  The  result  is  that  he 
contributes  to  the  support  of  those  who 
superintend  him.  Make  no  mistake  about 
this:  Incompetence  and  disinclination  re- 
quire supervision,  and  they  pay  for  it,  and 
no  one  else  does. 

The  less  you  require  looking  after,  the 
more  able  you  are  to  stand  alone  and  com- 
plete your  tasks,  the  greater  your  reward. 
Then  if  you  cannot  only  do  your  own  work, 
but  direct  intelligently  and  effectively  the 
efforts  of  others,  your  reward  is  in  exact 
ratio,  and  the  more  people  you  can  direct 
aud  the  higher  the  intelligence  you  can 
rightly  lend,  the  more  valuable  is  your  life. 

The  law  of  wages  is  as  sure  and  exact  in 
its  workings  as  the  law  of  the  standard  of 
life.  You  can  go  to  the  very  top,  and  take 
Edison  for  instance,  who  sets  a  vast  army  at 
work— and  wins  not  only  deathless  fame,  but 
a  fortune,  great  beyond  the  dreams  of 
avarice.  And  going  down  the  scale  you  can 
find  men  who  will  not  work  of  themselves 
and  no  one  can  make  them  work,  and  so 
their  lives  are  worth  nothing,  and  they  are  a 
tax  and  a  burden  on  the  community.  Do 
yom-  work  so  well  it  will  require  no  super- 
vision, and  by  doing  your  own  thinking  you 
will  save  the  expense  of  hiring  some  one  to 
think  for  you.— The  Philistine. 


It  reciuires  some  stretch  of  the  imagination 
to  designate  as  enamelling  the  method  used 
to  decorate  cycle  frames  and  forks.  It  has 
liltle  or  no  affinity  with  the  true  enamelling, 
being  a  widely  difterent  and  infinitely 
cheaper  process.  Yet  enamelling  it  is,  has 
been  and  will  be  termed,  probably  to  the  end 
of  the  chj^pter. 

The  art  of  enamelling  proper  or  the  fusing 
of  color  pigment  on  metal  is  somewhat  of  a 
lost  art.  The  Japanese  still  carry  on  the  old 
enamelling  process,  which  would  be  too 
costly  both  in  time  and  material  to  enter  to 
any  great  extent  into  the  cycle  manufactur- 
ing industries. 

In  enamelling— or,  more  properly  speak- 
ing—japanning metals,  all  good  work  of 
which  should  be  stoved,  they  have  to  be 
first  thoroughly  cleaned,  and  then  the  japan 
ground  applied  with  a  camel's  hair  brush  or 
other  means,  very  carefully  and  evenly. 
Metals  usually  require  from  three  to  five 
coats,  and  between  each  application  must  be 
dried  in  an  oven  heated  from  250  degrees  to 
300  degrees  Fahrenheit— about  270  degrees 
being  the  average.  The  best  grounds  for 
japanning  are  formed  of  shellac  varnish,  the 
necessary  pigments  for  coloring  being  added 
thereto,  being  mixed  with  the  shellac  varnish 
after  they  have  been  ground  into  a  high  de- 
gree of  smoothness  and  fineness  in  spirits  of 
turpentine. 

In  japanning  it  is  best  to  have  the  oven  at 
rather  a  lower  temperature,  increasing  the 
heat  after  the  work  has  been  placed  in  the 
oven.  When  a  sufficient  number  of  coats 
have  been  laid  on— which  will  usuaUy  be 
two  only— tlie  work  must  be  polished  by 
means  of  a  piece  of  cloth  or  felt  dipped  in 
tripoli  or  finely  powdered  pumice  stone. 

For  white  grounds  fine  putty  powder  or 
whitening  must  be  employed,  a  final  coat 
being  afterward  given,  and  the  work  stoved 
again.    The  last  coat  of  all  is  one  of  varnish 


Rules  for  Calculating  Machine  Speed. 

The  diameter  of  driven  given  to  find  its 
number  of  revolutions:  Multiply  the  diam- 
eter of  the  driver  by  its  number  of  revolu- 
tions, and  divide  the  product  by  the  diameter 
of  the  driven.  The  quotient  will  be  the 
number  of  revolutions  of  the  driven. 

The  diameter  and  revolutions  of  the  driver 
being  given,  to  find  the  diameter  of  the 
driven,  that  shall  make  any  number  of  revo- 
lutions: Multiply  the  diameter  of  the  driver 
by  its  number  of  revolutions,  and  divide  the 
product  by  the  number  of  required  revolu- 
tions of  the  driven.  The  quotient  will  be  its 
diameter. 

To  ascertain  the  size  of  pulleys  for  given 
speeds:  Multiply  all  the  diameters  of  the 
drivers  together  and  all  the  diameters  of 
driven  together;  divide  the  drivers  by  the 
driven.  Multiply  tlie  answer  by  the  known 
revolutions  of  main  shaft. 


74 


THE  BICYCUNG  WORLD 


WE  ARE  EXCLUSIVELY 


MANUFACTURERS  OF  TIRES. 


Our  efforts  are  concentrated  in  the 
endeavor  to  produce  the  highest 
grade  articles  that  can  be  produced. 


The  most  successful  types  now 
for  particular  people  who  desire 
The  Best  are  these  two : — 


HARTFORD 


DUNLOP 


SINGLE  TUBE 


DETACHABLE 


TIRES. 
TIRES. 


WE   MANUFACTURE   AND   SELL  THEM    BOTH. 


AMn  DlaMliMllliiiiD  We  could  never  have  built  such  an  enormous  business  as  we 
HIlU  nklflClflDCIl  have  to-day  had  we  not  made  each  pair  of  tires  as  if  ourvery  rep- 
utation depended  upon  their  quality 


THE  HARTFORD  RUBBER  WORKS  CO.,  hartford,  conn 

BRANCHES: 

Boston.  New  York.  Philadelphia.  Washington.  Buffalo.  Cleveland. 

Detroit.  Chicago.  Minneapolis.  Denver.  San  Francisco. 


THE  BICYCUNG  WORLD 


76 


BICYCLE'S  INFLUENCE 


Wherein  it  is  Plainly  Shown  on  Trotting 
Tracks  and  Racing  Vehicles. 


It  is  the  fashion  in  some  quarters  tc  give 
the  least  possible  credit  to  the  bicycle  and 
the  influence  it  has  exercised  in  many  di- 
rections. Where  credit  must  be  given  it  is 
given  grudgingly,  and,  so  far  as  possible, 
minimized. 

The  bicycle  revolutionized  the  construc- 
tion of  trotting  sulkies.  To-day  the  sight 
of  one  of  the  old  vs^ooden  high  wheel  sulkies 
is  a  rare  event;  eyes  follow  it,  tongues 
comment  on  its  archaic  appearance.  Its 
advent  on  a  trotting  track  would  seem  to 
the  regular  habitues  only  slightly  less  in- 
congruous than  that  of  a  horseless  vehicle. 
So  complete  has  been  the  victory  of  the 
once  contemned  and  derided  "bicycle  wheel'' 
sulky. 

But  the  matter  did  not  end  there.  The 
influence  of  the  wire  wheel  grew  vmtil  it 
affected  the  tracks  also.  With  the  oldtime 
trotting  tracks  no  great  amount  of  atten- 
tion was  bestowed  on  the  surface.  A  hard 
surface  was  undesirable  both  for  the  horses 
and  for  the  high  wheeled  sulkies.  It  was 
an  advantage  for  the  latter  to  cut  in  on  the 
tiu-ns,  as  they  slipped  less  then  than  if  the 
surface  was  hard.  Owing  to  the  height  of 
the  wheel  there  was  a  tremendous  leverage 
exerted,  and  the  cutting  in  of  the  wheel, 
largely  due  to  the  small  steel  tire,  operated 
to  prevent  this  causing  harm. 

The  wire  wheeled,  rubber  tired  sulky 
changed  all  that.  The  harder  and  better 
the  track  the  better  it  behaved,  and  while 
the  necessity  for  giving  the  horse  a  foot- 
hold prevented  the  use  of  very  hard  tracks, 
considerable  progress  was  undoubtedly 
made  in  this  direction. 

This  matter  was  brought  to  mind  very 
foiTcfibJly  recently.  The  Bicycling  World 
man  was  in  Providence,  R.  I.,  and  visited 
the  famous  Nan-agansett  Park  track  for 
the  first  time  in  nearly  a  dozen  years.  On 
the  former  occasion  he  had  raced  there  on 
a  high  wheel,  and  had  a  very  distinct  re- 
membrance of  the  track  as  being  soft  and 
sandy  to  a  degree.  The  wheels  had  cut 
in  to  a  depth  of  one  and  even  two  inches, 
especially  on  the  turns,  which  were  bad  for 
even  the  average  trotting  track  of  that  day. 

As  a  result  of  the  almost  universal  Sise 
of  rubber  tired  wheels,  however,  the  sur- 
face of  the  track  has  undergone  a  com- 
plete transformation.  In  place  of  a  loose, 
sandy  soil  of  a  decade  ago,  clay  has  been 
judiciously  .mixed  with  the  original  ma- 
terial, and  a  surface  hard  enough  for  bi- 
cycle racing  is  the  result. 

Of  course,  bicycle  racing  is  about  the  last 
thing  that  will  ever  be  attempted  on  this 
mile  circuit,  but  the  change  is  remarkable 
nevertheless. 


It  has  i)eeii  suggested  that  it  would  be 
well  for  motocycle  manufacturers  to  have  a 
graduated  series  of  sizes  of  piston  rings,  so 
that  slightly  larger  rings  than  the  old  ones 
would  compensate  for  the  admittedly  small 
amount  of  wear  on  the  cylinder  walls. 

One  of  the  most  important  factors  in  gain- 
ing efficiency  in  a  gasolene  motor  is  mainten- 
ance of  compression,  and  this  can  never 
reach  a  maximum  unless  the  piston  rings 
are  in  first  class  order.  Yet  many  riders  go 
on  long  after  the  phase  of  even  moderate 
efficiency  is  passed,  and  only  renew  the 
rings  when  the  motor  is  found  to  have  lost 
all  power  uphill. 


BULLER'S  BREAK 


Britain's  Bungling  General  Sweepingly  De- 
nounces Bicycles  for  Military  use. 


Making  Easier  Detachment  of  Wheels. 

Ease  of  detachment  of  front  and  rear 
wheels  has  long  been  a  desideratum  in  cycle 
construction,  and  many  efforts  have  been 
made  to  attain  it.  Frequently,  however,  they 
have  left  much  to  be  desired,  especially  in 
the  matter  of  simplicity. 

Such  a  criticism  cannot  be  made  of  a  de- 


vice brought  out  by  that  veteran  English 
tradesman,  William  Starley,  and  now  about 
to  be  placed  on  the  market.  It  is  but  one  of 
a  number  of  little  devices  which  the  scion  of 
the  celebrated  Coventry  family  has  invented, 
all  intended  to  accomplish  that  very  difficult 
task,  the  improvement  of  the  present  day 
bicycle.  In  this  instance,  at  least,  he  has  hit 
upon  a  meritorious  device,  and  a  novel  one 
as  well. 

The  axle  is  made  just  long  enough  to  clear 
the  inside  of  the  fork  ends.  The  axle  nuts 
are  hollow,  with  a  shoulder  which  engages 
with  liie  face  of  the  fork  end,  the  nut  pro- 
jecting through  the  fork  end  and  engaging 
with  the  thread  on  the  axle.  The  cones  are 
recessed  so  as  to  fit  over  the  protruding  end 
of  the  axle  nuts,  or  pipe  nuts,  as  the  in- 
ventor terms  them.  The  device  is  particu- 
larly simple  and  neat. 


To  Restore  a  Reamer. 

To  increase  a  reamer  to  size  when  AA'oni, 
burnish  the  face  of  each  tooth  with  a  hard- 
ened burnisher  (made  easily)  from  a  three- 
cornered  file  nicely  polished  on  the  corners. 
This  will  increase  the  size  from  2  to  10 
thousandths  in  diameter.  Then  hone  back 
to  the  required  size. 


It  is  not  often  that  any  public  man  puts 
his  foot  into  it  every  time  he  opens  his 
mouth.  He  nearly  always  has  intervals  of 
sanity  and  lucidity,  and  during  them  makes 
some  amends  for  his  previous  "breaks." 

But  General  Sir  Redvers  Buller,  England's 
great  warrior— on  paper — is  not  of  this  stamp. 
He  can  always  be  depended  on  to  say  the 
wrong  thing  at  all  time;/ 

His  latest  indiscretion  is  to  make  a  savage 
and  entirely  uncalled  for  attack  on  military 
cyclists.  Even  the  loyal  British  trade  press 
cannot  stand  this,  and  they  are  out  in 
guarded  but  none  the  less  sincere  denuncia- 
tion of  the  general,  the  censensus  of  their 
opinion  being  that  he  does  not  know  what  he 
is  talking  about. 

"I  look  upon  the  cycle,"  says  the  general, 
"as  the  worst  and  most  cumbrous  means  of 
transport  for  soldiers  that  I  have  ever  seen, 
and  I  cannot  help  thinking  that  all  the  ad- 
vantages that  could  be  obtained  from  a  cycle 
corps  could  be  better  attained  from  the  same 
corps  if  provided  with  a  better  means  of 
transport." 

"We  cannot  help  thinking  the  very  same 
thing,"  says  the  Cycle  Trader,  sarcastically, 
in  an  article  significantly  headed,  "Poor 
Buller."  "Neither  can  we  any  longer  blind 
ourselves  to  the  fact  that  a  man  seated  in  a 
train  moving  at  the  rate  of  thirty  miles  an 
hour  would  travel  exactly  twice  as  fast  if 
he  were  occupying  a  seat  in  a  train  going  at 
a  speed  of  sixty  miles  an  hour. 

"The  profundity  of  the  general's  dictum 
reminds  us  of  Abraham  Lincoln's  opinion 
about  something  that  was  submitted  to  him. 
He  said:  'For  people  who  care  for  this  kind 
of  thing,  this  is  the  very  kind  of  thing  that 
they  will  care  for.' 

"If  Sir  Redvers  Buller,  instead  of  indulg- 
ing in  such  subtle  and  intricate  theories  as 
telling  us  that  a  better  means  would  be 
better,  would  kindly  show  us  a  better  means, 
he  would  be  doing  something  calculated  to 
make  us  believe  that  our  military  affairs 
are  not  managed  as  if  our  army  were  a 
comic  opera  army. 

"It  is  certainly  curious  that  one  of  our 
most  conspicuous  generals  should— in  his 
own  way— endeavor  to  throw  discredit  on 
an  auxiliary  to  military  movements  which 
has  now  a  permanent  place  in  every  Conti- 
nental army;  and  the  circumstance  may  not 
be  without  its  significance  in  view  of  the 
history  of  the  Boer  war. 

"It  is  of  a  piece  with  the  whole  wretched 
system  in  vogue  at  the  War  Office.  It  is 
somewhat  disquieting  that  after  the  terrible 
lessons  learned  so  recently  the  command  of 
one  of  our  three  army  corps  should  devolve 
on  an  officer  who  could  pen  such  an  absurd- 
ity as  we  have  quoted,  and  who  is  so  out  of 
touch  with  the  spirit  of  the  times  as  to  be 
at  variance  with  the  up-to-date  authorities 
of  every  civilized  army." 


76 


THE  BICYCLING  WORLL 


About  Building  Motor  Bicycles. 

"Let  no  man  lliiiik  he  is  going  to  meet 
with  success  right  ;\\v;>y,  or  that  all  he  has  to 
do  is  to  build  his  bicycle,  buy  a  motor,  auA 
put  the  two  together,"  says  the  veteran 
Henry  Sturmey,  in  dealing  with  the  matter 
of  motor  bicycles.  ••Unless  he  has  some  prac- 
tical, and,  if  possible,  scientific,  liuowledge 
of  motors,  their  use,  management,  peculiari- 
ties, and  constructional  principles,  he  is  not 
likely  to  succeed,  even  if  he  leaves  motor 
manufactui'o  to  others.  Let  him  therefore 
first  buy  a  motor  bicycle  and  use  it  steadily, 
constantly,  persistently  and  intelligently, 
until  he  has  conquered  its  intricacies,  and 
can  make  it  do  just  what  he  wants  It  to  do, 
and  do  it  just  when  he  wants  it  to. 

"Then,  and  not  till  then,  let  him  begin  to 
seriously  construct  or  experiment  in  con- 
struction himself.  And  when  this  time  comes, 
let  him  beware  of  making  the  mistake  of 
simply  taking  a  bicycle  designed  for  human 
propulsion  and  strapping  a  motor  upon  it. 
Such  a  machine  may  be  made  to  work,  it  is 
true,  and  m.ay  serve  as  a  makeshift,  and  may 
even  sell,  but  I  am  convinced  the  motor 
bicycle  of  the  future  will  not  be  that;  be- 
sides which,  a  motor  bicycle  so  constructed 
must  always  be  a  subject  for  price  cutting, 
for  there  are  as  many  fools  in  the  bicycle 
trade  to-day  as  there  always  have  been, 
whose  one  and  only  idea  of  trade  is  to  cut 
prices  on  whatever  they  touch,  and  these 
people  will  very  quickly  get  on  to  this  com- 
posite macliiue,  because  it  is  one  which  any- 


body can  make.  No,  I  feel  certain  that  such 
,)  motor  bicycle  will  not  be  a  lasting  pattern, 
'riie  problem,  yet  similar,  is  so  different,  and 
the  strains  and  method  of  use  are  so  differ- 
ent, that  tlie  machine,  as  a  whole,  requires  to 
be  specially  designed  for  it,  and  the  firm 
which  does  this  to  the  best  advantage  will 
meet  with  the  most  success,  and  its  success 
will  be  lasting,  for  the  machine  itself  will 
be  a  lasting  and  satisfactory  article." 


Fishing ! 

Suppose  the  fish  don't  bite  at  fust, 

What  be  yew  goin'  tur  dew? 
Chuck  down  yewr  pole,  throw  out  yewr  bait. 

An'  say  yewr  flshin's  threw? 
Uv  course,  yew  hain't;  yew're  goin'  tur  fish 

An'  fish  an'  fish  an'  wait 
Until  yew've  ketched  yewr  basket  full. 

An'  used  up  all  yewr  bait. 

Suppose  success  don't  come  at  fust. 

What  be  yew  goin'  tur  dew? 
Throw  up  the  sponge  an'  kick  yewrself. 

An'  go  tur  feelin'  blue? 
T'v  course,  yew  hain't;  yew're  goin'  tew  fish 

An'  bait  an'  bait  agin; 
Bimeby  success  will  bite  yewr  hook, 

An'  yew  will  pull  him  in. 

—(Exchange. 

Tricycles  Still  Sold  in  England. 

One  of  the  peculiarities  of  the  present  sea- 
son, according  to  Cycling,  has  been  the  in- 
creased demand  in  England  for  tricycles.  A 
number  of  firms  are  said  to  have  done  a 
good  business  in  them — much  better,  in  fact, 
than  for  some  years  past.  Tandems,  on  the 
other  hand,  have  experienced  a  diminution 
in  popularitJ^  Only  a  few  firms  still  cata- 
logue the  latter. 


Novelty  in  Vibration-^Killers. 

.\  novelty  in  anti-vibration  devices,  in  that 
it  is  entirely  separate  from  and  an  auxiliary 
ro  tlie  ordinary  bicycle  frame,  has  been  pat- 
ented by  an  English  inventor,  and  is  about 
to  be  placed  on  the  market. 

The  principle  of  the  device  is  described  as 
being  the  same  as  that  of  a  spring  balance, 

The  spring  fixes  between  the  horizontal  bar 
of  the  diamond  and  the  lower  bar,  close  up 
to  tlie  head  socket. 

It  is  inclosed  in  a  movable  case  which 
pulls  against  it,  and  the  top  of  which  is 
aflSxed  to  a  steel  bar  just  above  the  hori- 
zontal. This  bar  passes  along  the  top  of  the 
frame  nearly  to  the  rear,  and  there  it  curves 
u]".  and  has  a  lower  bar  affixed.  This  lower 
portion  fits  into  the  socket  of  the  saddle  pin, 
and  forms  a  pivot  at  its  point  of  junction 
with  the  main  bar,  which,  following  its  up- 
ward curve,  is  continued  over  the  seat  pillar, 
and  tliere  takes  its  place  as  the  support  for 
the  saddle. 

As  obstructions  are  encountered  or  as  a 
bumpy  road  is  traversed  the  spring  gives  to 
the  weight  of  the  rider  and  keeps  him  in  one 
position,  the  seat  pillar  below  the  saddle 
support  rising  and  falling  without  his  feel- 
ing the  slightest  jolting,  as  he  would  on  an 
ordinary  saddle. 

The  invention  does  away  with  the  neces- 
sity for  so  much  sj)ring  work  about  a  saddle, 
and.  fitted  with  a  light  saddle,  will  only 
weigh  from  one  and  a  half  to  two  pounds— 
the  weight  of  an  ordinary  spring  saddle.  It 
is  also  proposed  to  keep  the  cost  within 
moderate  limits. 


indeed,  did  the 


It  Would   Have   Been   Strange, 
MORROW  COASTER  BRAKE 

The  Highest  Possible  Award 
at  the  Pan=American  Exposition; 

and,  of  course, 
NOTHING   OF  THE  SORT  OCCURRED. 


fail  to  receive 


The    Morrow   obtained    the   highest   honor   of    its   class — a   silver   medal 
If    there    had    been    anything    higher    it    would    have    obtained 
it   as    easily.      The  Morrow  never  fails  to   score   wher- 
ever   shown    or    wherever    sold.        The     Pan- 
American   prize   is   merely   the    latest 
of   many   honors. 


Eclipse  Mfg.  Co., 


Elmira,  N.  Y. 


dfl 


THE  BICYCLING  WORLD 


77 


((.'onliuucU  from  page* 09.) 

siarl.  Llu'  Irailc  was  as-lioyelt'.ssly  al  sea. 
Said  the  Wheel  of  December  18,  1891 : 

•'A  eanvass  of  the  English  trade  on  the  tire 
question  has  produced  a  niost  interesting  re- 
sult. The  qnesHon  asked  was  wliicli  lire 
would  share  the  lar.^est  {viuW  next  season. 
Of  51  firms,  28  believed  that  cushions  would 
lead,  and  the  majority  of  the  firms  favored 
small-bor(!  cushions;  27  votes  were  given  in 
favor  of  solids.  22  of  the  27  specifying  large 
solids;  15  votes  were  given  for  pneumatics 
geuerally,  10  for  Clincher  pneumatics,  2  for 
Boothroyd,  2  for  Mackintosh  and  11  for 
Dunlop  pneumatics." 

The  following  year  nearly  all  American 
makers  gaA-e  purchasers  their  choice  of  solid, 
cushion  or  pneumatic  tires.  The  Columl)ia 
people  then  adopted  the  single  tube  tire,  and 
.as  jiractically  all  others  pinned  what  little 
faith  they  had  to  the  double  tube,  a  mighty 
howl  of  derision  went  up.  "Hosepipes."' 
"inflated  cushions"  and  other  such  belittle- 
meut  were  hurled  at  it  often  and  long.  Few 
lit'lieved  that  it  Avould  snvviv(\ 

REPAIR    QUESTION    .A    BUGAKOO. 

Wlioever  used  the  air  tii-e  did  so  in  I  ear 
and  trembling.  The  repair  question  was  tlu' 
mighty  one.  The  rider  who  could  repair  a 
tire  was  considered  a  marvel.  The  I'epair  d' 
a  puncture  frequently  cost  '^'2  to  ^'-i.  ;:inl 
"bursts"  or  "boils'"-  and  they  were  numer- 
ous—!?.'>  to  Sf,it.  It  was  the  genei'al  l)elief'  ihat 
few  men  who  used  the  tire  evei-  returned 
home  awlieel;  the  tire  was  considered  an  ;ii(l 
to  pedestriauism  and  railroad  travel. 

As  is  now  the  case  with  motor  bicycles,  so 
liflle  was  known  of  the  care  and  i-epair  rf 
])neumatics  Ihat  some  of  tlie  makers  issued 
handbonl<s.  e.v])laining  tlu'  "A  R  (""s"'  of  tlie 
"conti-aption.""  Even  in  England  it  was  so 
little  understood  that  the  Bicycling  World  of 
.^pril  S,  1S9:J.  indorsed  this  Idea  fi'oni  aliro.i  I: 

COOPERATIVE    TIRI-;    INSURANCE. 

"Another  new  idea  which  comes  to  rs 
from  Eugl.-iud  is  a  scheme  for  the  co-oix'ra- 
tive  repairing  of  punctured  tires.  Accord- 
ing to  the  "Bicycling  News,'  this  has  been 
demonstrated  as  a  successful  scli-^me  by  one 
of  the  prominent  chilis.  The  plan  is  for  a 
number  of  clubmen  or  friends,  who  ride  to- 
gether and  use  pneumatics,  to  establish  a 
fund  by  taxing  themselves  say  twenty -live 
cents  per  man;  when  a  break  takes  place, 
the  repairs  are  paid  out  of  the  general  fund, 
which  when  exhausted  is  replenished  in  the 
same  manner  as  it  was  started.  By  this 
means,  for  a  comparatively  small  outlay,  the 
i-ider  is  insured.  Aii  original,  and.  we  think, 
a  ratlier  good  idea,  (piite  \voril\y  of  in>ing 
transiil.mted." 

PUNSTERS  HAD    THEIR  FUN. 

Tlie  Bicycling  AVorld's  faitli  in  tlie  new- 
<-omer.  however,  was  strong  and  luuiius- 
liomnl.  Thus  in  April,  1892,  when  llie  pro- 
fessional punsters  and  artists  were  ni.-d^iug 
all  manner  of  fun  of  it.  the  Bicycling  \\'()rld 
protested  in  this  language: 

"It  is  high  time  that  this  senseless  jargon 
regarding    the    unreliable    qualities    of    the 


pneumatic  tire  sliould  cease,  and  <  ;uic:it  in- 
ists  would  do  well  to  end  their  flings  at  tlie 
same.  We  have  ridden  pneumatics  of  vari- 
ous styles  for  over  a  year  and  have  nothing 
lo  find  fault  with,  and  everything  to  praise 
in  the  air  tire.  Progression  is  the  character- 
istic of  the  age  in  whicli  we  live,  and  why 
such  should  be  retarded  by  jest,  either  in  the 
line  of  Avriting  or  illustration,  is  beyond  our 
comprehension.  The  omnipresent  jester  is, 
however,  bound  to  have  his  fling  at  novel 
ideas,  but  a  "grain  of  salt"  should  be  ad- 
ministered before  seriously  '•onsidering  his 
remarks  of  caricatures." 

JUST  AS  MOTOR  BICYCLES  ARE  TO-DAY.  ' 

Earlier.  August,  1891.  tlie  Wheel  had 
summed  up  the  situation  :dniost  as  the 
motor  bicycle  situation  might  be  sumnaed 
up  to-day— steep  first  cost  and  the  fancied 
difficulties  and  costs  of  care  and  repair  were, 
as  now,  deterrents.    Said  the  Wheel: 

"The  thin,  solid  tire  is  a  thing  of  the 
past'  for  a  road  wheel.  The  imeumatic  is  a 
"thing  of  the  pi*esent"  and  nmre  so  of  tin- 
future.  The  cushion  is  the  Tence  of  safety 
between  tlie  thin  solid  and  the  fat  pnen- 
iiiatie  side:  Imt  in  any  event  the  thin,  solid 
ninety  per  (;ent  of  the  riders  are  safely 
jierched.  Those  wdio  have  the  purse  plethoric 
will  gradually  climb  down  off  the  fence  on 
the  pneumatic  side.  If  the  flags,  "No Tunct- 
uring,"  or  "No  Cutting,"'  or  "Five  .Minutes 
and  Five  Cents  for  Repairs""  ,ire  Ir.uig  call, 
•  ill  will  get  down  off  the  fenre  on  th;'  pneu- 
matic side;  but  in  any  event  tht  thin,  solid 
tire  side  of  the  fence  is  descried."" 

It  is  difficult  to  believe  that  the  iucycle 
lliat  will  overcome  hUls.  headwinds  and  per- 
sonal limitations  is  not  as  desirable  and  en- 
ticing as  the  tii'e  whicli  "made  all  r(»ads 
smooth." 

COASTER  BRAKE  CONSIDERED  A  FREAK. 

Coming  nearer  to  the  present  da.v,  the 
c<>aster  brake  received  no  warmer  welcome 
or  enjojed  no  happier  experience  than  the 
innovations  that  had  preceded  it;  indeed,  it 
received  no  reception  at  all,  geu(M-:iily  speak- 
ing. It  was  considered  of  all  freaks  the 
freakiest.  It  is  even  reasonably  safe  to  sa\- 
that  outside  of  President  Fulton  and  Supei- 
iiAtendent  Morrow,  of  the  Eclipse  Bicycle 
Co.,  none  viewed  it  seriously,  and  their  u>c 
and  advocacy  of  the  device  were  accepted  as 
symptoms  of  impending  insanity.  Its  com- 
ing scarcely  created  the  faintest  ripple.  It 
was  heralded  inconspicuously  in  the  cycling- 
press,  but  neither  press,  public  nor  trade  con- 
sidered it  worthy  of  remark.  It  v.as  treated, 
when  it  was  treated  at  all.  with  mingled 
contempt  and  derision,  a  dash  of  pity  for 
the  men  who  fathered  it  being  sometimes 
thrown  iii  for  good  measure. 

At  the  time  the  Eclipse  peo])le  were  build- 
ing bicycles,  and  the  only  Avay  ih(>y  ciuld 
get  the  coaster  brak(>  on  the  market  was 
by  actually  forcing  it  on  their  agents.  They 
.fitted  it  to  their  own  bicycles,  and  while  the 
fact  was  kept  quiet  at  the  time,  it  is  now 
laughingly  admitted  the  venture  i  a Ised  a 
storm  that  came  near  wrecking  the  Eclipse 
ship.    Almost  with  one  voice  the  agents  pvo- 


tesied  that  they  could  sell  no  bicycles  lilted 
with  "that  thing."  The  Bicyellng  World 
man  has  hed,rd  the  manager  of  an  Eclipse 
branch  relate  how  he  almost  went  down  on 
his  knees  and  begged  President  rulton  not 
to  saddle  him  with  such  an  imsala'ole  bicycle. 
He  protested  that  the  mere  fiicl  tliat  such  a 
"freak"  was  on  the  store  floor  i.nrt  his  busi- 
ness—that it  was  the  laughing  stock  of  the 
trade  and  public  who  came  into  the  branch 
and  jibed  him  beyond  endurance.  On  one 
of  these  occasions  he  threatened  to  "throw 
all  of  the  d d  things  into  the  street." 

It  required  backbone  to  withstand  such 
adverse  pressure  from  within  one's  own  con- 
fines, but  the  Fulton  spinal  column  proved 
eqtial  to  the  strain,  and  almost  as  quietly  as 
it,  and  by  almost  weekl.y  urging  aided  in 
coaster  brake  glide  into  use  and  favor,  the 
Bicycling  World  tlirowing  its  influence  for 
it  and  by  almost  weekly  urging  aided  in 
fully  opening  the  trade's  eyes  to  tlie  ad- 
vantages of  the  device. 

These  historical  facts  s(-rve  to  show  that 
history  is  but  repeating  itself  and  that, 
comparatively  speaking,  the  motor  bicycle  is 
travelling  an  easy  road  to  the  abiding  place 
of  Public  Favor.  For  a  one-year-old  infant 
it  is  doing  uncommonly  well.  The  skeptics 
may  keep  it  in  the  nursery  longer  than  lis 
fathers  and  friends  may  desire,  btit  it  is  a 
lusty  lad,  capable  of  so  much  and  such  far- 
I'eaching  good  that  it  cannot  long  Ite  con- 
tained, and  is  likely  to  "break  otit"  and  ex- 
jiand  in  a  large  way  at  almost  any  time -mosl 
likely  at  the  time  the  price  reaches  the  jmb- 
lic's  notion  of  a  popular  figure. 


Concord  Claims  the  Credit. 

Editor  of  The  Bic.ycling  World:  I  have  been 
a  subscriber  to  the  Bicycling  World  for  thi' 
Iiasl  four  years,  and  enjo5'  it  very  much- 
could  hardly  get  along  without  it.  in  fact. 
My  object  in  writing  to  you  is  to  correct  a 
few  statements  that  I  find  in  an  article  on 
page  46  of  the  issue  of  October  17,  headed 
"Champion  Thief  or  Liar."  .John  J.  Graham, 
the  mail  referred  to,  was  arrested  by  the 
Boston  police  upon  the  requisition  of  our 
Chief.  William  Craige.  Graham  had  stolen 
seven  bicycles  here,  and  we  had  been  on 
i.is  track  for  a  month.  He  was  finally  lo- 
cated by  a  description  given  by  :i  second- 
li.ind  furniture  dealer  in  Boston  to  whom  he 
liad  tried  to  sell  a  wheel.  We  have  recovered 
two  of  tl'.e  wheels,  and  Inspector  Croniu,  of 
the  Boston  force,  did  the  arresting  for  us. 

There  are  no  wheels  at  Police  Headquar- 
ters in  Boston  that  he  stole,  and  never  were. 
His  method  was  to  sell  to  the  second-hand 
furniture  dealers,  never  to  the  pawnbrokers, 
so  it  made  it  doubly  hard  to  trace  him.  He 
was  brought  here  for  trial  before  my  uncle. 
.Tolm  S.  Keyes,  judge  of  the  District  Court, 
and  bound  over  to  the  grand  jury.  Since 
then  there  h:ive  been  any  number  of  com- 
]ilaints  from  the  towns  mentioned  in  your  ar- 
ticle piled  against  liim.  My  only  object  in 
writing  this  is  to  have  the  honor  of  catching 
such  a  tliief  given  to  tlie  person  to  whom  it 
belongs,  our  Chief  of  Police,  Mr.  Craige.  and 
not  to  the  police  of.  Boston,  who  knew  noth- 
ing about  the  case  until  requested  by  us  to 
arrest  him. 

.JOHN  M.  KEYES,  Concord,  Mass. 


78 


THE  BICYCUNG  WORLD 


ABOUT  CHAIN  STAYS 


Merits  of  th*  Different  Shapes  DUcussed- 
Strength  vs.  Stiffness. 


An  examination  of  the  various  cycles  at 
present  manufactured  will  show  that  more 
diversity  exists  in  the  design  of  the  chain 
stays  than  in  almost  any  other  part  of  the 
machine,  says  H.  A.  Garratt,  M.  I.  C.  E.,  in 
Wheeling. 

This  appears  to  arise  partly  from  the  fact 
that  some  doubt  exists  in  the  minds  of 
makers  as  to  the  exact  conditions  of  the 
problem. 

The  problem  is  the  same  for  all  chain 
driven  machines,  and  it  seems  unreasonable 
to  an  ordinary  engineering  observer  that  so 
much  variety  should  exist. 

The  above  considerations  led  the  writer  to 
investigate  the  relative  strength  and  stiffness 
of  the  various  special  sections  of  tube  in 
common  use,  and  the  results  are  embodied  in 
tlie  following  table: 


stiffest,  but  tlie  pair  of  tubes  would  together 
occupy  nearly  half  an  inch  more  space  side- 
ways than  the  others. 

As  a  matter  of  fact,  on  the  chain  side  the 
crank  seldom  comes  verj'  near  the  stay  of 
the  pedal  end,  so  that  the  quarter  inch  on 
that  side  does  not  matter.  On  the  other  side 
it  only  matters  when  the  tread  is  made  lop- 
sided—a very  questionable  advantage  to  the 
rider. 

With  regard  to  the  special  tubes  with  a 
.  536  inch  horizontal  dimension,  the  rectangle 
is  well  first  and  the  ellipse  second.  The  D 
does  not  come  out  well,  and  the  fluted  sec- 
tion is  the  worst.  There  was  a  difficulty 
with  the  fluted  section.  If  the  horizontal 
dimension  was  .536,  like  the  others,  the  ver- 
tical dimension  had  to  be  increased  also.  This 
brought  up  the  area,  and  consequently  the 
weight  also,  which  put  it  out  of  the  running 
unless  the  gauge  were  reduced.  A  reduction 
in  gauge  would  not  have  been  fair,  as  a 
similar  reduction  in  the  other  tubes  would 
have  made  it  possible  to  increase  their  stiff- 
ness and  strength  also  per  unit  weight  per 
foot  run, 


MOTOR  VEHICLE  REPAIRS 


SusKestions  Regarding  Jobs  That  Come  to 
Cycle  Repairers  Whether  or  no. 


CIRCLE. 

Maximum  Maximum 

horizontal     vertical 

[dimension,  dimension. 

Thickness. 

Area 
of 
Section. 

Strength. 
Z. 

Stiffness. 
I- 

Circle 

inches. 
.536 
.75 
.536 
.536 
.453 
.536 

inches. 
.536 
.75 
.895 
.96 
.803 
.664 

inches. 
.077 
.05 
.05 
.05 
.05 
.05 

inches. 
.11 
.11 
.11 
.11 
.11 
.11 

.0115 

.01807 

.01303 

.01403 

.01131 

.0173 

.00308 

Circle 

.00678 

D  

.00841 

Ellipse 

.00376 

Fluted  

.00256 

Rectangle 

.00464 

Both  the  strength  and  stiffness  are  con- 
sidered solely  with  regard  to  bending  in  a 
horizontal  plane,  for  it  is  in  that  way  that 
the  chain  stays  are  most  liable  to  yield. 

The  distinction  between  strength  and  stiff- 
ness is  this:  A  strong  body  will  break  down, 
i.  e.,  become  permanently  bent,  less  readily 
than  a  weak  one. 

A  stiff  body  will  deflect  less  readily,  though 
possibly  break  more  readily,  than  a  less  stiff 
one. 

The  strength  of  a  body  to  resist  bending  is 
measured  by  a  function  of  the  dimensions  of 
the  cross  section  known  as  the  modulus,  and 
the  stiffness  by  a  similar  function  knowtt.as 
the  moment  of  inertia. 

In  comparing  tubes  it  is  essential  that 
they  should  all  be  made  of  the  same  gauge 
metal,  and  have  such  dimensions  that  the 
weight  per  foot  run  is  the  same  in  all  cases. 
In  this  particular  problem  it  is  desirable 
that  they  should  all  have  the  same  maximum 
horizontal  dimension  in  the  cross  section, 
i.  e.,  that  they  should  all  give  the  same 
amount  of  wheel  and  crank  clearance. 

In  the  case  of  the  round  and  fluted  tubes 
it  is  impossible  to  comply  with  this  latter 
condition  without  altering  the  gauge  of  the 
metal. 

In  the  table  below,  Z  is  the  modulus  and  I 
the  moment  of  inertia,  it  being  customai-y  to 
us  these  letters  in  these  senses  in  technical 
literature. 

It  will  be  observed  that  the  plain  .75  inch 
circle   is  distinctly  the  strongest    and    the 


His  Pedal  Repair. 

It  is  true  that  desperate  cases  require  des- 
perate remedies,  and  when  a  rider  is  in  a 
hurry  to  get  home  there  are  few  things  that 
he  will  stop  at.  As  a  method  of  "repairing" 
a  bent  pedal  pin,  however,  the  following  is 
not  recommended,  although  it  is  said  to  have 
been  followed  by  one  rider. 

After  describing  the  collision  which  caused 
the  damage,  the  rider  in  question  goes  on  to 
say:  "The  pedal  would  revolve,  but  it  had 
a  most  determined  rock— a  movement  which 
is  always  disconcerting  and  tiring.  By  loos- 
ening the  cone  at  the  end  of  the  pin  to  its 
fullest  extent,  not  only  was  the  pedal  able 
to  revolva  quite  freely,  but  the  looseness  of 
the  bearings  permitted  it  to  oscillate  and  so 
counteract,  to  a  very  larg^e  extent,  the  rock- 
ing of  the  pin.  A  further  diminution  of  the 
evil  effects  arising  from  the  bent  condition 
of  the  pin  was  obtained  by  raising  the  foot 
slightly  from  the  pedal  on  the  up  stroke. 

"Cyclists  are  essentially  men  of  resource, 
so  that  the  methods  adopted  for  getting  over 
a  difficulty  are  scarcely  likely  to  be  new, 
but  I  have  never  heard  of  this  one,  so  the 
hint  may  come  in  useful  for  others." 


In  laying  out  work  on  planed  surfaces  of 
steel  or  iron  use  blue  vitriol  and  water  on  the 
surface.  This  will  copper  over  the  surface 
nicely,  so  that  all  lines  wiU  show  plainly. 
If  on  oily  surfaces,  add  a  little  oil  of  vitri**;^ 
this  will  eat  the  oil  off  and  leave  a  nicely 
coppered  surface. 


It  is  only  natural  that  the  cycle  repairer 
should  fall  heir  to  no  inconsiderable  amount 
of  motor  vehicle  work,  whenever  he  shows 
the  slightest  disposition  to  invite  it  or  look 
after  it  properly.  This  is  especially  true  of 
little  things,  such  as  tire  ti-oubles,  buckled 
wheels,  bent  axles,  etc.  He  has  but  to  lift 
his  hands  to  build  up  a  good  trade  of  this 
character. 

At  this  season  of  the  year  particularly  the 
matter  is  worthy  of  attention.  The  automo- 
bile season  is  longer  than  the  cycle  season, 
for  it  is  scarcely  an  exaggeration  to  say  that 
it  never  ends.  Riding  is  indulged  in  through- 
out the  winter,  and  it  follows  as  a  matter  of 
course  that  there  is  repairing  to  be  done. 
With  the  cycle  repairer,  on  the  other  hand, 
trade  is  getting  slack  just  about  this  time, 
and  there  are  many  reasons  why  he  should 
look  for  something  to  bridge  over  the  dull 
season.  While  he  need  not  go  extensively 
into  motor  repairing,  he  can  readily  turn  his 
hand  to  some  of  the  jobs  that  possess  an  af- 
finity to  cycle  repairing,  and  with  decided 
advantage. 

"Referring  to  the  tools  and  appliances  you 
will  require  to  tackle  motor  work,"  says  a 
writer  on  this  subject,  "it  may  be  well  if  I 
just  indicate  in  quite  a  general  way  some  of 
the  immediate  necessities. 

"A  great  many  of  the  bi-eakdowns  which 
occur  to  motor  cars  on  the  road  have  refer- 
ence to  either  the  steering  gear  or  the 
springs,  and  if  either  of  these  parts  is  to 
be  tackled  a  forge  or  blacksmith's  hearth  is 
almost  a  necessity.  The  usual  appliances 
which  go  with  a  forge  are:  anvil  (which 
should  be  a  good  size),  tongs  of  all  shapes, 
fullers,  top  and  bottom  swages  of  various 
diameters  and  hot  and  cold  setts,  with,  of 
course,  hand  hammers  and  sledges. 

"Among  the  machine  tools  which  will  be 
required  are  large  lathe  and  large  geared 
drilling  machine.  The  latter  is  a  tool  which 
on  motor  repairs  is  constantly  in  use.  Lift- 
ing jaclcs  will,  of  course,  also  have  to  be 
provided,  while  a  full  range  of  spanners, 
both  of  the  shifting  and  double  ended 
variety,  will  have  to  be  kept  at  hand. 

"The  more  insiduous  class  of  breakdowns 
on  motor  cars  are  those  which  have  to 
do  with  the  electi-ic  ignition  devices,  and  it 
is  necessary  that  the  repau-er  should  be  well 
supplied  with  electric  transmision  wire  and 
such  oddments  as  guttapercha  tape,  rubber 
tape,  etc.  He  should  also  be  provided  with 
ampere  meter  and  volt  meter,  and  be  ac- 
quainted with  the  principle  of  their  use  in 
finding  faults  and  discovering  shorts  or  leak- 
ages. 

"The  packing  of  glands,  cylinder  covers  and 
water  circulation  joints  should  also  be  care- 
fully noted  and  care  be  taken  that  the  neces- 
sary material  such  as  asbestos  board  and 
cord,  as  well  as  sheet  copper  and  other  pack- 
ing materials,  is  ready  at  hand.  The  grind- 
ing in.  the  valves  is  a  job  which  will  often 
come  in  the  way  of  the  motor  repairer  and 
should  be  carefully  consid€sed." 


THE  BICYCUNG  WORLD 


79 


EXPORT  WEAKNESSES 


An  Amerlcsn   in   Business   Abroad  Points 
Them  Out  in  Strong  Language. 


"For  two  or  three  years  I  hare  been  one  of 
the  'others,'  that  is,  in  a  foreign  country 
looking  bade  to  the  American  manufacturer; 
and  I  can  but  feel  that  could  the  manufact- 
urer generally  have  only  a  half  hour's  look 
back  at  the  methods  employed  and  the  sys- 
tem followed  at  home,  when  he  returned 
there  would  be  a  very  general  upheaval  and 
change  in  office  methods."  says  a  Buenos 
Ay  res  correspondent  of  American  Trade.  "I 
am  almost  ready  to  say  that  I  think  the  great 
foreign  trade  that  the  United  States  enjoys 
has  and  is  being  enjoyed  'in  spite  of  our- 
selves.' Our  country  is  so  wonderfully  rich 
and  so  plentifully  blessed  in  all  ways  that 
notwithstanding  the  obstacles  of  ignorance 
of  methods  for  trading  among  a  strange  peo- 
ple, our  seeming  carelessness  and  perhaps 
also  a  slight  attack  of  what  is  commonly 
known  as  'swelled  head'  and  an  unwilling- 
ness to  allow  any  one  to  show  us  wherein 
we  coxild  make  a  change  that  would  benefit 
all  concerned— notwithstanding  these  obsta- 
cles I  say.  rather  than  because  of  our  special 
brilliancy,  as  generally  thought,  have  we 
come  to  be  the  nation  we  are.  I  may  be 
wrong,  but  this  is  more  or  less  what  an  ex- 
perience of  some  two  or  three  years  abroad 
has  made  me  partially  believe. 

"Let  me  cite  a  few  cases  which  have  come 
under  my  person.nl  notice  and  for  which  I 
can  vouch: 

"A  large  manufacturer  was  addressed  re- 
garding a  certain  line  for  which  the  inter- 
ested partj'  thought  by  putting  out  a  certain 
amount  of  hard  work  and  money,  advertis- 
ing and  pushing  same,  a  good  sale  could  be 
made  in  his  territory;  he  offered  the  best  of 
financial  recommendations,  the  goods  to  be 
billed  to  a  house  of  unquestionable  strength 
in  the  States  themselves:  but  as  the  goods 
were  absolutely  imknown,  or  at  least  abso- 
lutely unused,  he  asked  that  he  be  allowed 
exclusive  sale  for  a  period  of  some  twelve 
months,  in  order  to  show  what  he  could  do, 
expecting  if  results  should  be  satisfactory 
that  the  agency  would  be  renewed.  . 

"What  did  the  manufacturer  reply?  Prac- 
tically— 'We  have  grown  rich  without  any 
help  of  yours,  and  if  you  don't  want  to  buy 
our  goods  on  the  same  terms  as  any  one 
else,  leave  them  alone.'  They  did  not  write 
this,  but  they  did  put  that  idea  into  different 
words.  This  is  a  house  that  spends  largely 
in  newspaper  advertising;  which  personally 
In  a  foreign  field.  I  think,  seldom  yields  any 
result  at  all.  unless  it  be  pushed  by  some 
agent  at  the  same  time. 

"Another  large  house  is  interested  in  reach- 
ing a  new  field,  and  through  one  source  or 
another  obtained  address  of  a  large  house 
here  who  were  more  or  less  in  their  line  in 
a  foreign  market.     They  found  on  writing 


that  there  was  a  probable  opening.  Although 
the  manufacturer  would  not  consider  any 
agency  or  anything  of  that  sort,  the  party 
on  the  ground  said  on  receipt  of  catalogues, 
prices,  with  full  details  of  the  line,  that  they 
would  at  least  sound  the  market.  The  com- 
pany at  home  thereupon  sent  out  (an  actual 
case)  three  little  two  leaf  circulars,  contain- 
ing a  picture  of  the  article,  list  of  prices  and 
the  manufacturer's  name.  In  this  case  the 
article  was  a  machine,  a  new  machine  even 
in  the  States,  and  yet  not  a  word  was  said 
as  to  its  production,  price  of  repair  parts, 
weight,  size,  power  necessary,  in  fact,  noth- 
ing but  the  price.  This  letter  came  postage 
due  10  cents  gold. 

"These  are  not  exceptions,  but  seem  to  be 
the  rule;  at  least  I  hear  it  so  said  on  all 
sides,  and  not  alone  in  one  country,  but  in 
the  several  in  which  I  am  doing  business. 


Morgan  &WrightTires 
are  good  tires 


New  York  Branch:    214-216  West  ♦7th  Street. 


If  the  reader  of  this  thinks  statements  are 
overdrawn,  and  is  sufficiently  interested,  let 
him  write  to  any  well  known  house  or  busi- 
ness man  in  a  South  American  country  and 
I  think  without  exception  he  will  get  the 
above  verified. 

"Manufacturers  should  remember,  when 
quoting  in  a  foreign  market,  that  while  there 
may  be  made  a  market  for  their  goods,  yet 
probably  the  people  are  not  actually  suffer- 
ing for  them,  as  I  read  not  long  ago  in  one 
of  the  principal  papers  of  the  Argentine 
seemed  to  be  the  general  idea  among  the 
North  Americans,  and  that  they  will  prob- 
ably be  unable  to  get  their  line  satisfactorilj- 
pushed  unless  the  man  at  the  other  end  has 
some  idea  he  is  going  to  get  paid  for  his 
work,  as  he  would  not  be  unless  he  was  pro- 
tected with  a  special  price  or  agency.  Then, 
after  getting  that  point  arranged,  they  should 
spend  the  time  necessary  to  write  one  long, 
{•omprehensive,  detailed  letter,  setting  the 
matter  before  the  man  at  the  other  end  in 
such  a  way  as  to  enable  him  to  offer  the 
goods,  and  explain  what  he  has  to  otter  and 


why  it  is  superior  to  anything  else  on  the 
market. 

"If  the  trade  is  worth  anything  it  is  worth 
taking  the  time  necessary  to  do  this  and  the 
extra  postage  it  would  cost  to  carry  the  letter 
to  destination;  in  fact,  it  will  have  to  be 
done  before  any  amount  of  business  is  sent 
in,  and  it  is  very  much  to  the  manufacturer's 
advantage,  as  well  as  that  of  the  agent,  that 
it  should  be  done  at  once  and  not  necessitate 
a  cross  questioning  and  asking  for  explana- 
tions when  it  requires  some  two  or  three 
months  to  receive  an  answer  to  letter  sent. 

"When  an  order  is  received  the  receiver 
should  also  in  common  courtesy  acknowledge 
same,  and  should  he  be  obliged  to  send  only 
a  portion,  holding  the  balance  for  a  later 
shipment,  he  shoul3  so  inform  the  party 
ordering.  It  would  seem  that  this  should  be 
an  axiom,  but  such  is  not  the  case,  and  in 
oiany  cases  is  not  done. 

"When  the  party  ordering  specifies  some 
particular  way  of  packing,  it  is  because  he 
wants  the  goods  to  come  in  that  way,  and 
his  instructions  should  be  followed  wherever 
possible.  The  man  on  the  ground  knows  his 
needs  and  wants  better  than  the  man  to 
whom  order  is  sent,  or  he  should  at  least; 
and  the  manufacturer  should  presume  that 
such  is  the  case,  when  the  party  is  ready  to 
exchange  his  money  for  the  manufacturer's 
products. 

"When  making  out  invoices  or  quotation 
lists  to  go  some  thousands  of  miles  away, 
particularly  if  going  to  a  country  where  a 
different  language  is  spoken,  it  is  quite  a 
'good  idea'  not  to  abbreviate.  This  custom 
is  bad  enough  at  home,  but  for  a  foreign 
market  is  absolutely  lack  of  attention. 

"There  are  a  good  many  other  'dos  and 
dont's,'  but  the  basis  of  all  seems  to  me  is 
'use  common  sense'  and  have  the  matters 
given  the  same  or  even  more  attention  than 
the  same  inquiry,  quotation,  or  shipment 
would  have  if  for  domestic  delivery. 

"One  point  further,  however— if  you  as  a 
manufacturer  are  asked  for  protection  as 
exclusive  agent  by  some  foreign  house,  don't 
consider  it  unless  you  know  the  house  to  be 
of  good  reputation  and  to  be  workers,  but 
if  you  do  consider  it  at  all,  don't  write  that 
if  he  works  up  a  demand  you  will  then  con- 
sider giving  such  an  agency,  as  it  is  highly 
improbable  that  a  foreign  house  will  enter 
the  market  and  work  to  introduce  j'our  goods 
on  a  'probability.'  After  he  has  got  the  trade 
he  does  not  need  your  protection  as  badly. 
When  protection  is  needed  is  always  at  the 
start,  not  when  a  demand  is  created  and  a 
sale  established." 


This  Business  Increased. 

During  the  last  fiscal  year  the  govern- 
mental pawn  shop  in  Paris  advanced  loans 
on  5,292  bicycles,  as  against  4,103  during  the 
corresponding  period  of  the  previous  year. 


riarconi  Buys  a  Motor  Bicycle. 

According  to  foreign  advices.  M.  Marconi, 
of  wireless  telegraph  fame,  has  purchased  a 
motor  bicycle;  whether  for  use  or  experi- 
ment is  not  stated. 


80 


THE  BICYCLING  WORLD 


COASTER-BRAKE 

TROUBLES  ELIMINATED 


IN  THE  FINISHED 


FORSYTH 


DON'T  CLOSE 
UNTIL  YOU  SEE  IT. 


Special  Features: 


Simplicity  (  fe'wer  parts  than  any- 
other,)  Lightness,  Strength,  Posi- 
tive in  Action,  Fitted  to  either  Chain  or  Cfaainless,  Frictionless 
(coasts  as  easily  as  a  cbain  wheel  without  any  chain; )  above  all, 
our  own  EXCLUSIVE  SPECIAL  FEATURE,  Regulation  of 
the  crank  —  throw  can  be  adjusted  without  removing  from  the 
frame ;  no  other  Coaster-Brake  on  the  market  has  this  feature. 

These  few  points  ought  to  set  you  thinking.     We  have 
others.     Better  write  us  at  once. 


FORSYTH  MFG.  CO.,    BUFFALO,  N.Y. 


"Have  a  Look; 
It  Costs  You  Nothing." 

1902 

VALES 

NOW  READY. 

Cushion  Frame  Chainless  —  Racer 
Pace-Follower. 


TRAVELERS  ON  THE  ROAD. 


The  $35  Yale  is  the  "Best  Ever." 


THE  KIRK  MFG.  CO., 


TOLEDO,  OHIO 


1902 

SNELL  BICYCLES. 


NEW  MODELS. 


TRAVELERS  STARTING  OUT. 


WAIT  FOR  THEM. 


1902 

HUSSEY  BARS. 


NEW  HUSSEYS. 


THE  SNELL  CYCLE  FITTINGS  CO. 

TOLEDO,  OHIO. 


^HHWi 

■'The  Sphinx  of  the  Twentieth  Century." 

ASIA  AND 

THE  CHINESE  EMPIRE. 

Comparatively  few  people  are  familiar 
with  the  Chinese  Empire  as  it  exists  to- 
day.    In  view  of  the  constantly  growing 
Oriental  commerce  of  the  United  States 
everyone   should    become  familiar  with 
the  Chinese  Empire,     The 

NEW  YORK  CENTRAL'S 

"Four-Track  Series"  No.  28  gives  valu- 
able statistics  and  information  regarding 
the    Flowery  Kingdom,  and  contains  a 
new  and  accurate  map  in  colors. 

A.  eopj'  oi  Mo.  28,  "A  New  Map  ol  .A.sia  and  the 
Chinese  Empire,"  sent  free,  postpaid,  on  receipt  of 
five  cents  in  stamps  by  George  H.  Daniels,  Genet 
al  Passenger  Agent,  New  York  Central  Railroad, 
Grand  Central  Station,  New  York. 

^^ 

^mm 

THE  BICYCUNG  WORLD 


81 


RACING 


lu  the  automobile  i"ace  meet  held  on  the 
Xarragansett  Park  track,  Providence,  R.  I., 
last  Friday— postponed  from  the  day  before — 
luotocycles  were  given  an  opportunity  to  dis- 
tinguish themselves.  A  five  mile  race  for 
tricycles  had  been  carded,  and  in  addition  to 
three  motor  tricycles  one  motor  bicycle  ap- 
peared ready  to  compete.  Through  courtesy 
the  latter  was  allowed  to  start.  At  the  word 
the  four  got  away  on  even  terms,  the  eight 
horsepower  De  Dion  machine  ridden  by 
Kenneth  A.  Skinner  bucking  like  a  bronco 
in  the  effort  to  get  down  to  work.  Skinner 
took  the  lead  almost  immediately,  followed 
by  Peter  J.  Berlo  ou  a  five  horsepower  De 
Dion  and  C.  S.  Henshaw  on  a  Perfecta,  a 
French  tricycle  of  the  same  power.  These 
two  were  on  even  terms,  with  the  two 
wheeler,  ridden  by  U.  Grant  Scott,  Newport's 
dusky  motor  bicycle  rider,  on  a  2%  horse- 
power Orient,  a  short  distance  behind. 

Both  as  an  exhibition  of  speed  and  as  a 
race  the  contest  between  the  motocycles  was 
the  best  of  the  day,  barring  Fournier's  per- 
formance, of  course.  The  fil'st  mile  was 
covered  by  Skinner  in  close  to  1:20,  and  the 
fom*  following  miles  varied  but  little  from 
this  mark.  This  was  too  hot  a  pace  for  the 
other  three  contestants,  and  they  fell  behind 
gradually  but  steadily.  Berlo  and  Henshaw 
fought  determinedly  for  the  advantage,  and 
treated  the  spectators  to  a  real  race.  At  a 
little  more  than  three  miles  Henshaw  had 
trouble  with  his  mixture,  and  Berlo  took  ad- 
vantage of  the  opening  and  shot  ahead. 
Scott's  bicycle  was  unable  to  cope  with  the 
higher  powered  tricycles,  and  he  dropped 
away,  bcini;-  lapped  by  both  Skinner  and 
Berlo.  Had  there  been  half  a  mile  more  to 
go,  Henshaw  would  have  met  with  the  same 
fate.  Skinner  was  first  in  6:54i/2,  Berlo,  Hen- 
shaw and  Scott  following  in  that  order. 

In  the  ten  mile  sweepstakes,  open  to  all 
classes,  objection  was  made  to  Skinner  start- 
ing, the  claim  being  made  that  his  tricycle 
was  not  an  automobile.  This  even  went  to 
the  extent  of  drawing  up  a  written  protest, 
but  the  futility  of  the  move  was  seen,  and 
it  was  not  presented  to  the  stewards.  It 
was  very  plain,  in  view  of  the  speed  de- 
veloped by  Skinner,  that  he  had  the  race  at 
his  mercy,  barring  accidents,  and  this  proved 
to  be  the  case.  There  Avas  no  semblance  ol 
a  race  as  far  as  the  tricycle  was  concerned: 
it  took  the  lead  at  the  beginning,  and  in- 
creased it  steadily  througliout  1he  ten  miles. 
Ai  r>Vo  miles  it  lapped  the  second  vehicle,  and 
i-epeated  the  trick  before  the  finish  was 
reached.  The  time  for  the  ten  miles  was 
13:37%. 


Joseph  Nelson  defeated  Joseph  Fulton  In  a 
fifteen  mile  motor  paced  match  race  at  Vails- 
burg  on  October  20,  making  new  marks  all 
the  way  with  the  exception  of  the  first, 
fourth  and  fifth  miles.  In  the  toss  for  po- 
sitions Fulton  secured  the  pole.  He  took 
the-  load   at  the  start  and  held   it   for   two 


laps,  when  he  was  passed  by  Nelson.  The 
latter  finished  the  first  mile  in  1:35  3-5,  being 
outside  the  record  three-fifths  of  a  second. 
He  broke  the  two  mile  record  by  2  3-5  sec- 
onds and  the  third  by  6  seconds.  At  four 
miles  he  lapped  Fulton  and  passed  him  again 
in  the  ninth,  and  also  in  the  thirteenth  mile, 
and  at  the  finish  led  by  three  and  a  half 
laps.  His  time  for  the  fifteen  miles  was 
24:55  2-5,  seventeen  seconds  ahead  of  the 
record. 

Time  each  Former 
Miles.  Leader.  Time.        mile.         record. 

1.  ..  .Nelson   ...   1:35  3-5     1:35  3-5       1:35 

2 Nelson    ...   3:12  4-5     1:37  1-5       3:16 

3 Nelson    ...  4:50  1:37  1-5      4:56 

4 Nelson   ...   6:28  2-5     1:382-5       6:28 

.> Nelson   ...   8:07  1:383-5       7:59  2-5 

() Nelson   .  . .   9:47  4-5     1:40  4-5     10:10  2-5 

7 Nelson   ...11:291-5    1:412-5    11:51 

8 Nelson    . .  .  13 :11  1 :41 4-5     13 :12 

9 Nelson   . .  .  14 :46  4-5     1 :37  4-5     14 :51  3-5 

10 Nelson   ...16:.324-5     1:46  16:364-5 

11 Nelson    ...18:14  1:411-5     18:31 

12 Nelson    ...19:55  1:41  20:004-5 

13 Nelson    . .  .  21 :36  3-5    1 :41  3-5    21 :49 

14 Nelson  . .  .23:18  4-5    1:42  1-5    23:29  4-5 

1.-.  ...Nelson  ..  .24:55  2-5  1:363-5  25:122-5 
.Another  event  which  fairly  took  the  breath 
away  from  the  5,000  spectators  was  some- 
thing entirely  new  to  them — a  motor  bicycle 
vs.  motor  tandem  race,  in  which  Albert 
Chanipion  made  the  wonderful  time  of  6:24 
for  five  miles,  an  average  of  1:16  for  each 
mile.  This  establishes  a  record  which  few 
riders  will  care  to  tackle.  One  of  the  tan- 
dems, with  a  handicap  of  400  yards,  finished 
about  half  a  mile  behind  Champion.  His 
times  were  1:16  1-5,  2:32,  3:50,  5:07,  6:24.  He 
conceded  400  yards  to  Dobbins  and  Bennett, 
and  220  yards  to  Newkirk  and  White.  The 
hitters'  tandem  team  went  wrong  shortly 
after  the  start,  and  left  the  race  between 
("liainpion  and  Dobbins  and  Bennett.  Cham- 
pioM  ra])i(lly  made  up  their  handicap,  and 
Inppcil  thcni  three  times  in  the  five  miles. 


of    vehicles    except   the   last;   it   will   be   a 
sweepstakes,  open  to  all  winners. 


^^'illiam  A.  Brady  has  appealed  to  the 
Sufi  oik  |N.  Y.)  Superior  Court  to  settle  r 
matter  of  $600  in  dispute  between  himself 
and  Michael.  Brady  alleges  that  on  Sep- 
tember 2  last  he.  Michael  and  Elkes  entered 
into  an  agreement  by  w.hich  the  two  riders 
>vere  to  engage  in  a  i-ace  on  September  14 
following  at  the  Manhattan  bicycle  track. 
This  agreement,  Brady  avers.  Michael  did 
not  carry  out,  racing  instead  on  that  day  at 
the  Revere  track.  In  promoting  the  race 
Mr.  Brady  says  he  spent  1^570.  Prior  to  this 
incident  there  were  bttsiness  relations  be- 
tween Brady  and  Michael.  According  to  Mr. 
Frady.  there  is  f.54.73  still  due  him  on  this 
account.  Thus  Brady  liolds  that  there  is 
•S<).i4.73  owed  to  him  by  Michael.  The  lat- 
tcr"s  property  has  l)een  attached  for  .'PIO.OHK. 

At  the  I'uces  to  be  held  on  the  Coney  Isl- 
■  nid  Boulevard,  New  York,  ou  November  16. 
under  the  auspices  of  the  Long  Island  Atito 
n;obile  Club,  two  motocycle  events  will  be 
run.  These  are  for  motor  bicycles  and  motor 
tricycles,  respectively,  one  mile  trials  againsl 
tinje.  over  a  measured  and  policed  course. 
Twelve  events  in  all  will  be  held,  all  of 
them  being  mile  trials  for  different  classes 


Thieves  have  relieved  Marcus  L.  Hurley, 
the  amateur  champion,  of  all  that  he  holds 
niost  dear — his  championsliip  medals  won 
tliis  season.  The  burglai's  were  unfortunate 
ii:  timing  their  visit,  as  a  couiile  of  days 
li(>f()re  Hurley  had  taken  all  his  diamond 
prizes  to  a  safe  deposit  vault. 


Next  week  a  determined  onslaught  on  the 
existing  records  will  be  made  at  the  Empire 
City  track,  at  Yonkers.  New  York.  Among 
those  down  for  trials  are  Albert  Champion, 
who  will  endeavor  to  annihilaite  all  previous 
bests  from  one  to  fifty  miles  on  a  motor 
tricycle. 

Recent  Incorporations. 

Chicopee,  Mass.— The  Royal  Motor  Works, 
incorporated  at  Augusta,  Me.,  with  $10,00<) 
capital,  to  manufacture  vehicles  of  all  kinds 
and  descriptions.  The  oificers  are:  Presi- 
dent. F.  L.  Dulton.  Augusta  Treasurer,  F. 
F.  AVhittum,  Augusta. 

Sheboygan,  Wis.— The  Fairweather-Weig- 
and  Co.,  to  conduct  the  sale  of  bicycles  and 
sporting  goods  on  a  large  scale.  Incorpora- 
tors: Samuel  Fairweather.  Paul  Weiganri 
and  Samuel  J.  Fairweather. 


The  Retail  Record. 

Branford.  Conn. — B.  M.  Prescott.  closed  for 
the  winter. 

Bangor,  Me. — Bangor  Bicycle  Co.,  loss  liy 
fire.  .$800,  insured. 

New  Haven,  Coini.- J.  C.  Cronan  6c  Co. 
has  piu-chased  the  business  of  H.  II.  Guern- 
sey. 

Stamford.  N.  Y.^Fnink  IL  :\rarshall  has 
(lis.ippeared.  it  is  tliouglit.  owing  to  financial 
troutjles. 

RECOGNIZING  THE  SUPERIORITY  OF  THE 
E.  R.  THOMAS  MOTORS, 

THE  AUTO-BI 


Will  be  equipped  witii  Thomas  Motors  exclusively. 

Tiie  only  flotor  Bicycle  that  has  been  deliv- 
ered promptly  throughout  the  year.  When  ycu 
order  an  AlITO=BI  you  get  a  motor  bicycle,  not  a 
promise. 

Auto-Bies  are  now  being  ridden  in  every  land  on 
the  globe. 

AUTO-BI    COMPANY, 

106  Broadway,  Buffalo,  H.  ¥. 


S2 


CHAMPION  HUBS 

« 

Write  for  Complete  Description  and  Prices. 


(  LIGHT    WEIGHT    RACING    MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GHHOE 


wheels  must  have  the 
best  equipments. 

There  U  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  rSS.'Ir  chain 


NOISELESS  IN  flUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Prictlonless 
Rocker  Joints.  Insist  on  having  the 
Morae     Twin     Roller.  Fits    regular 

sprockets. 

Send  for  Catalogrue  and 
Trade  Price  to 

Morse  Chain  Co.,  inimansburg:,  n.  y. 


THE  BICYCUNG  WORLD 


The  Week's  Patents. 

684,469.  Bicycle.  Cyprlen  Soucy,  jr.,  Man- 
chester. N.  H.  Filed  March  27,  1900.  Serial 
No.  10,375.     (No  model.) 

Claim.— 1.  In  a  bicycle,  a  front  fork  com- 
posed of  two  members,  one  vertically  mova- 
ble within  the  other,  a  spring  actuated  peri- 
pherally grooved  cam  mounted  upon  one 
member,  the  spring  for  actuating  said  cam, 
and  a  chain  or  wire  cable  connecting  the 
grooved  periphery  of  said  cam  with  the  mov- 
able member  of  said  fork,  substantially  for 
the  purpose  set  forth. 

684,647.  Means  for  Plugging  Pneumatic 
Tires.  Hans  P.  Madsen,  New  York,  N.  Y. 
Filed  July  17,  1901.  Serial  No.  68,570.  (No 
model.) 

Claim.— 1.  A  repair  plug  of  rubber  having 
a  shank  and  head  with  a  hole  extending 
longitudinally  of  the  shank  out  of  the  line 
of  the  axis,  and  a  transverse  notch  on  the 
opposite  side  of  the  shank,  adapted  to  serve 
as  herein  specified. 

684,712.  Bicycle  Wheel  Tire.  Charles  H. 
Paschke.  Buffalo,  N.  Y.  Filed  Feb.  27,  1901. 
Serial  No.  49,027.    (No  model.) 

Claim.— 1.  A  bicycle  wheel  tire,  cofnpris- 
ing  gum  ti-ead  sections,  spacing  blocks  there- 
for, carrier  rings  and  binding  rings  adapted 
to  retain  the  blocks  and  tread  sections  in 
ring  form,  and  means  for  holding  the  series 
of  tread  sections  and  spacing  blocks  concen- 
trically spaced  from  the  rim  of  the  wheel. 

684,011.  Explosive  Engine.  Joseph  Valen- 
tynowicz,  Chicago,  111.  Filed  April  15,  1901. 
Serial  No.  55,997.    (No  model.) 

Claim. — 1.  In  an  explosive  engine,  in  com- 
bination, a  cylinder,  a  compression  chamber, 
a  chambered  head  located  at  the  end  of  and 
having  a  valve  closed  port  opening  into  the 
cylinder,  means  for  supplying  an  explosive 
mixture  to  the  chamber  of  the  head,  and  a 
passage  for  conducting  the  mixture  to  the 
compression  chamber  and  also  for  reconduct- 
ing the  same  to  the  cylinder  through  the 
chambered  head,  and  the  bottom  of  the 
chambered  head  being  located  below  the  port 
opening  into  the  cj-linder  so  that  any  oil 
that  may  not  be  vaporized  in  the  mixing 
chamber  will  be  caught  by  and  remain  in 
the  said  cliambered  head  until  picked  up  by 
the  mixture  entering  the  cylinder. 


D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

ABsoLUTELr  THE  BEST     Quad  and 
Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  the  World, 
Park  City  Mfg.  Co.,  inc.,  Chicago 


X   gAND  AND  FOOT  PUMPS, 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

Spelter  Solder 


Slieet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
Depots :  210  Lake  St.,  Chicago. 

4J1  Broome  St.,  New  York 


U 


►♦♦♦♦♦♦♦♦♦♦♦ 


OILERS. 


PERFECT" 


LEADER" 


"OEM" 


'  STAR ' 


We  make  oilers  for  almost  the  entire  trade.     The 
quality  of  our  oilers  is  unequaled. 

CUSHMAN  &  DENISON,  Mfrs.,  240-2  W.  23d  St.,  N.  Y. 


WOLFF- AMERICAN 

BICYCLES. 

STEARNS  BICYCLE  AGENCY,  -  Syracuse,  N.  Y. 


LAMSON-PETERSON 

LUGGAGE  CARRIERS 

The  most 
serviceable  made. 


MEGQUIER  &  JONES  CO.,  Portland,  Me. 


STEEL 
BALLS 


The  Best  in 
the  World. 


EXCELSIOR  MACHINE  CO.,  BUFFALO,  N.  Y, 


If  You  Desire 
Compiete  Motor  Bicycles 

You  cannot  get  a  better  one  than 

THE   MARSH. 

If  You  Desire 
to  BuiM  Your  Own  Motor  Bicycle 

We  can  supply  everything  which  you  require 
for  the  purpose.      Write  us. 

TIte  Motor  Cycle  Mfgm  Gom,  Brockton,  Mass. 


V     '  ■  .^p^wwwn 


Volume  XLIV. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  which  b  lacorporatod  **  The  "Wheel  and  Cycling  Trade  Review  "  and  the  **  American  Cycllrt.'' 
New  York,  U.  S.  A.,  Thursday,  October  31,  1901. 


No.  5 


SHELBY  SHIFTED  AGAIN 


Sales  Department  Removed  to  Pittsburg— 
Many  Men  do  not  go  with  it. 


Since  the  inauguration  of  the  general  sales 
office  of  the  Shelby  Steel  Tube  Co.  its  lot 
has  been  somewhat  akin  to  the  unhappy 
householder's  annual  May  1st  performance. 
No  sooner  has  it  been  fairly  settled  in  one 
place,  than  orders  to  pack  up  and  move  else- 
where were  issued,  with  the  consequence 
that  the  sales  department  has  seemed  to 
have  had  no  fixed  or  permanent  abiding 
place.  First  Shelby,  then  Cleveland,  next 
somewhat  divided  between  Cleveland  and 
Chicago,  with  a  report  that  the  latter  place 
would  be  selected. 

New-York  was  next  chosen,  and  here  the 
weary  pilgrims  breathed  a  sigh  of  relief,  be- 
lieving that  at  last  their  moviag  was  at  an 
end.  Their  dream  of  peace  and  rest  was 
rudely  shattered  this  week  with  the  issuance 
of  sweeping  orders,  abolishing  the  New 
York  and  Chicago  offices  entirely,  and  trans- 
ferring and  consolidating  the  entire  sales 
department  of  the  company  with  headquart- 
ers at  the  Empire  Building,  Pittsburg,  Pa. 

Ever  since  the  absorption  of  the  Shelby 
Steel  Tube  Co.  by  the  Giant  of  Trusts— the 
U.  S.  Steel  Corporation — there  has  been 
much  byplay  between  the  Shelby  and  Na- 
tional Tube  Co.  gi'oups.  Once  oldtime  com- 
petitors, both  were  gathered  into  the 
capacious  maw  of  the  big  steel  aggregation, 
and  the  removal  to  Pittsburg  suggests  that 
the  National  Tube  interests  are  uppermost. 
The  move  carries  with  it  an  almost  complete 
I'ffa  cement  of  Shelby  men  and  measures, 
Edward  Worcester,  general  sales  agent  of 
the  National  Tube  Co.,  having  been  named 
for  the  corresponding  position  with  the 
Shelby  Steel  Tube  Co.  Of  the  Shelby  men 
who  remain,  W.  Stacy  Miller,  the  present 
president  of  the  Shelby  Steel  Tube  Co.,  will, 
it  is  said,  be  made  an  assistant  to  the  new 
president;  of  the  entire  Shelby  sales  or- 
ganization those  retained  and  who  will  go  to 
Pittsburg  are  W.  Gage,  H.  S.  White,  E.  K. 
Orr  and  R.  Harris. 

In  the  circular  announcing  the  removal 
the  company  states  that  their  manufactur- 


ing facilities  are  being  steadily  augmented, 
and  there  is  no  doubt  that  a  vigorous  cam- 
paign will  be  pursued. 


LAMP  CHANGES  HANDS 


Trouble  Over  Taxation. 

Among  the  thousands  of  Illinois  corpora- 
tions that  are  affected  by  the  addition  of 
some  ?200,000,0000  to  the  Chicago  tax  list 
as  a  result  of  the  agitation  relative  to  the 
assessment  on  personal  property,  are  Arnold 
Schwiun  «&  Co.  In  the  case  of  the  well 
known  cycle  manufacturers,  the  outcome  was 
a  levy  made  last  week  by  deputies  from  the 
personal  property  department  of  the  County 
Treasurer's  office.  The  levy  was  for  delin- 
quent taxes  claimed  to  be  due,  amounting  to 
$684.  General  resistance  will,  of  course,  be 
made  to  the  collection  of  the  taxes,  and  the 
case  will  probably  be  carried  to  the  Supreme 
Court  before  it  is  ended. 


Sale  Realized  Only  one  Per  Cent. 

Attorneys  representing  creditors  of  the  de- 
funct Adirondack  Cycle  and  Specialty  Co., 
of  Buffalo,  are  seeking  to  have  made  perma- 
nent an  injunction  granted  restraining  the 
buyers  of  the  company's  assets  from  dispos- 
ing of  the  property  or  of  the  proceeds  from 
the  sale  of  any  of  the  goods  bought.  It  is  al- 
leged that  goods  nominally  valued  at  almost 
$30,000  were  sold  at  auction  for  less  than 
$400.  

Barwest  Changes  Base. 

After  to-day  the  address  of  the  Barwest 
Coaster  Brake  Co.  will  be  83  Chambers 
street,  this  city.  The  change  of  quarters  is 
in  the  nature  of  a  considerable  expansion, 
the  new  offices  occupying  all  of  the  second 
floor  of  the  building,  which  runs  through 
from  Chambers  to  Reade  street. 


Doubled  Their  Capital. 

The  Richards  &  Conover  Hardware  Com- 
pany, Kansas  City,  who  are  prominent  also 
in  the  Western  cycle  jobbing  trade,  have 
increased  their  capital  stock  to  $500,000.  It 
formerly  stood  at  half  that  sum. 


Hosmer  Incorporates. 

Buffalo,  N.  Y.— The  G.  A.  Hosmer  Co.. 
with  $15,000  capital,  to  manufacture  lubri- 
cating oils  and  bicycle  supplies.  Directors: 
Oliver  Cabana,  Giles  A.  Hosmer  and  Leon 
M.  Cabana. 


But  it  Remains  in  Waterbury  and  new  Own- 
er will  Continue  old  Name. 


The  Matthews  &  Willard  Manufacturing 
Company,  Waterbury,  Conn.,  have  retired 
from  the  manufacture  of  bicycle  lamps,  but, 
without  intending  a  paradox,  the  M.  &  W. 
lamp  will  remain  on  the  market. 

This  is  made  possible  by  Matthews  & 
Willard's  transferral  of  that  branch  of  their 
business  to  the  Noera  Manufacturing  Com- 
pany, also  of  Waterbury,  who,  appreciating 
the  reputation  of  the  lamp,  will  retain  the 
name  and  form  and  features  which  have 
made  it  so  generally  known. 

The  Noera  people  are  no  strangers,  their 
pumps,  lamp  brackets,  toe  clips,  etc.,  being 
well  known  to  the  trade.  Mr.  Noera  is  in 
New  York  this  week,  and  promises  that  the 
high  standard  of  the  M.  &  W.  lamp  will  be 
maintained. 

The  Ephraims  Hake  a  Purchase. 

Ephraim  Bros.,  of  Buffalo,  N.  Y.,  pro- 
prietors of  the  Buffalo  Tire  and  Rubber  Co., 
No.  59  East  Genesee  street,  Buffalo,  N.  Y., 
and  also  of  the  store  at  No.  331  Main  street, 
announce  their  purchase  of  the  stock,  fixt- 
ures and  goodwill  of  Finn  &  Chretien,  No. 
625  Main  street,  Buffalo,  N.  Y.,  which  busi- 
ness they  will  continue.  The  No.  331  Main 
street  store  is  used  exclusively  for  retailing 
of  bicycles,  sundries  and  tires.  The  No.  59 
East  Genesee  street  store  is  exclusive  for 
jobbing  of  tires.  For  next  season  they  have 
closed  contracts  with  the  Kokomo  Rubber 
Co.  to  handle  their  goods  for  Buffalo  and 
immediate  vicinity. 


Racycle  has  new  Superintendent. 

The  Racycle  factory,  at  Middletown,  Ohio, 
has  a  new  superintendent.  Benjamin  F. 
Hare  is  the  man,  and  he  is  already  hard  at 
it  getting  out  the  1902  model  of  the  two 
wheeler  that  "is  a  bicycle,  except  that  it's 
different."  Mr.  Hare  comes  from  Shelby, 
Ohio,  where  he  made  a  record  for  himself 
as  superintendent  of  the  Shelby  Cycle  Manu- 
facturing Company. 


The  Kokomo  Rubber  Company,  Kokomo, 
Ind.,  has  increased  its  capital  to  $200,000. 


88 


THE  BICYCXING  WORLD 


SEPTEMBER'S   STATISTICS 


They   Show  Another  Decline  in  Exports- 
Gains  Offset  by  Unexpected  Losses. 


September  of  1900  was  not  a  particnlarly 
healthy  month  iu  the  matter  of  cycle  ex- 
ports, but  at  that  it  was  $1,500  worth  health- 
ier than  September  of  this  year. 

As  was  the  case  iu  August,  Great  Britain 
and  the  Contineutal  countries,  Germany  ex- 
cepted, increased  their  purchases,  but  again 
Japan,  Africa  and  the  Philippines,  and,  of 
course,  Argentina,  fell  away  and  brought 
the  month's  total  below  the  record  of  the 
corresponding  month  of  the  previous  year — 
that  is  to  say,  both  gains  and  losses  occurred 
where  they  were  least  expected. 

Of  the  gains,  those  in  the  United  Kingdom 
and  in  China  are  the  most  noteworthy,  and 
with  Africa  bring  the  totals  for  the  nine 
months  safely  above  last  year's  records. 
France  also  passes  last  season's  total,  and 
while  Mexico  and  the  Central  American  and 
West  Indian  countries  also  show  promising 
increases,  Brazil  and  the  other  South  Amer- 
ican nations  have  apparently  been  permitted 
to  wean  themselves  away. 

The  record  in  detail  follows: 


Exported  to. 


United  Kingdom 

France  

Germany ! 

Other  Europe  

British  North  America 

Central  American  States  and  British  Honduras 

Mexico 

Santo  Domingo 

Cuba 

*Porto  Rico 

Other  West  Indies  and  Bermuda •  • 

Ai'gentina   

Brazil 

Colombia 

Other  South  America 

Chinese  Empire 

British  East  Indies 

Hong  Kong   

Japan  

British  Australasia 

*Hawaii  

Philippine  Islands   

Other  Asia  and  Oceania 

Africa  

Other  countries 


Profits  of  Britian's  Biggest  Malcers. 

After  providing  for  debenture  interest,  di- 
rectors' fees,  depreciation  and  ample  re- 
.serves  for  bad  and  doubtful  debts,  England's 
hirgest  cycle  manufacturers,  Rudge-Whit- 
worth,  show  a  net  profit  for  the  year  ending 
August  31  of  £10,099  14s.  lOd.  After  adding 
to  this  the  sum  of  £7,235  10s.  8d.  brought 
forward  from  last  year,  there  is  an  avail- 
able balance  of  £17,335  5s.  6d.,  which  the 
directors  recommended  should  be  appropri- 
ated as  follows:  To  pay  a  dividend  at  the 
rate  of  6  per  cent  per  annum  on  the  prefer- 
ence shares,  £4,512  9s.  6d. ;  to  pay  a  dividend 
at  the  rate  of  10  per  cent  per  annum,  free 
of  income  tax,  on  the  ordinary  shares, 
fi>,49]  2s.;  to  carry  forward  to  next  j^ear, 
£8,331  14s.— £17,335  5s.  6d.  The  directors 
consider  the  year's  results  satisfactory,  hav- 
ing regard  to  the  continuance  of  the  war  in 
South  Africa,  and  to  losses  caused  by  the 
disastrous  floods  at  Coventry  on  December 
31,  1900,  and  the  fire  at  the  company's  Glas- 
gow premises  in  March  last. 


STARLET'S   DEMISE 


By  the  Pound. 

Carthage,  Mo.,  has  received  its  first  motor 
bicycle.  It  is  described  by  the  local  paper 
as  resembling  the  old  fashioned  velocipede 
and  costing  $1  per  pound,  or  $250. 


September.    11  Nine  months  ending  Sept. 


1  1900.  1  1901.  II     1899.    1 

1900.    1 

1901. 

Values  Values!  1  Values 

Values 

Values 

$18,558 

$29,462 

$626,005 

1,511 

4,998 

399,681 

5,840 

5,577 

731,669 

10,282 

17,417 

817,238 

8,737 

6,634 

510,300 

556 

508 

4,143 

755 

1,144 

35,587 

80 

46 

298 

521 

1,345 

64,504| 



2,311 

2.924 

3,164 

48,990 

(i,759 

218 

232,518 

1,041 

618 

26,393 

1          21 

70 

6,790| 

2,262 

2,516 

49,938| 

3,462 

19,423 

6,020 

6,606 

93,841 

661 

440 

7,554 

30,898 

15,317 

86,626 

15,286 

18,278 

173,001 

37,019 

3,859 

130 

1,151 

734 

2,106 

35,548 

12,801 

8,085 

186,607 

60 

1 

274 

$393,104| 

174.391| 

315,710 

585,582| 

845,350! 

1,600|' 

11,516 

232| 

63,898| 

1,461| 

35,675| 

68,297| 

15,392 

3,421| 

32,967| 

17,966| 

48,567 1 

6,446 

218,079| 

169,468| 

32,473| 

43,004| 

21,266| 

46,101| 

4171 


$412,831 

175,677 

175,938 

437,521 

276,027 

4,242 

17,780 

802 

9,588 

38,055 

4,980 

5,046 

645 

22,621 

46,293 

45,326 

8,258 

189,249 

144,570 

26,860 

16,849 

61,125 

282 


Totals    |129,666|128,136||4,147,354|2.647,883|2,115,055 


*No  longer  included  in  statistics. 
Decides  Bicycles  are  Necessities. 

Press  despatches  from  Lansing  report  that 
the  Michigan  Supreme  Court  has  handed 
down  a  decision  affirming  judgment  secured 
by  Anna  Lee  against  the  city  of  Port  Huron 
for  injuries  in  a  fall  caused  by  the  defective 
condition  of  a  walk.  By  its  decision  the 
court  recognizes  that  the  bicycle  has  become 
indispensable  to  many  persons,  and  that  its 
iise  at  all  times  is  rendered  impracticable 
unless  it  may  be  ridden  on  the  sidewalks 
under  proper  restriction. 


Injured  by  his  own  Invention. 

In  some  manner  yet  to  be  explained  a 
severe  accident  occurred  last  week  to  a 
motor  bicycle  built  by  a  Torrington  (Conn.) 
n)an,  and  caused  injuries  to  the  rider  that 
may  prove  fatal.  Cornelius  H.  Cantillion 
was  the  unfortunate  man,  and  he  had  ex- 
pended years  of  labor  and  experiment  on  the 
machine.  Having  completed  it,  he  started 
for  a  ride  last  week.  But  he  had  only  gone 
a  short  distance  when  an  explosion  tooli 
place,  throwing  Cantillion  and  inflicting 
severe  injuries. 


Man  who  Made  the  Safety  Bicycle  Market- 
able Passes  Away  in  Coventry. 


Loudon,  Oct.  29.— J.  K.  Starley,  the  inven- 
tor of  the  safety  bicycle,  died  at  Coventry 
to-day. 


John  Kemp  Starley  was  not  in  the  fullest 
sense  the  inventor  of  the  safety  bicycle,  but 
he  was  the  man  who  brought  out  the  first 
chain  geared  rear  driven  safety  and  who 
made  it  a  practical  and  commercial  success. 
His  Rover  safety,  produced  in  1885,  has  Avell 
been  described  as  the  bicycle  that  "set  the 
fashion  to  the  world";  in  the  earlier  days  all 
safeties  were  termed  as  of  the  "Rover-type." 
In  1885  he  was  a  member  of  the  firm  of 
Starley  &  Sutton,  which  later  became  J.  K. 
Starley  &  Co.  and  still  later  the  Rover  Cycle 
Co.  Mr.  Starley  came  of  a  family  of  inven- 
tors who  have  left  their  impress  on  the  cycle 
trade,  and  who  have  always  been  identified 
with  the  fame  of  Coventry.  Several  of  the 
Starley  family  have  served  as  mayors  of  the 
city,  and  a  monument  to  one  of  them,  James, 
Avas  erected  there  in  1884  by  the  cycle  trade, 
of  which  Coventry  was  long  the  hub  of  the 
universe. 

Motor  Bicycles  Lead  the  Vote. 

For  the  past  three  months.  Cycling,  the 
London  publication  which  still  remains  the 
riders'  paper  par  excellence,  has  been  con- 
ducting a  mail  vote  in  an  effort  to  discover 
what  innovations  or  new  features  appeal 
most  strongly  to  the  cycling  public,  and 
would  meet  with  the  warmest  welcome. 

The  result  has  just  been  announced  and 
cannot  but  prove  of  interest  to  the  trade  of 
botli  hemispheres.  It  indicates  clearly  that 
cyclists  everywhere  are  now  disposed  to 
hail  the  inventions  that  contribute  to  their 
comfort.  The  vote  given  motor  bicycles— the 
bicycles  that  rob  hills  and  head  winds  of 
their  terrors— and  to  the  once  derided  spring 
frames  is  strong  evidence  of  the  fact. 

The  following  is  the  result  of  the  vote  in 
detail: 

Motor  bicycles 9,588  votes. 

Spring  frame  bicycles 8,478      " 

Lighter  bicycles 7,898 

Variable  speed  gears 7,362      " 

Cross  frames 5,784      " 


Suits  Settled  out  of  Court. 

The  suit  of  A.  B.  Curtis  vs.  the  American 
Bicycle  Co.  for  infringement  of  the  former's 
pedal  rubber  patent  was  this  week  settled 
out  of  coiu-t.  The  settlement  carries  with  it 
a  payment  of  back  royalty  and  the  taking 
out  of  a  license.  The  Automobile  and  Cycle 
Parts  Co.  has  also  recognized  the  patent  and 
been  granted  a  license.  The  White  Sewing 
Machine  Co.,  which  formerly  made  pedals, 
has  likewise  settled  with  Curtis.  • 


Walter  M.  Towne,  one  of  the  trade's  vet- 
eran travellers,  has  engaged  with  the  Bar- 
west  Coaster  Brake  Company,  He  will 
cover  New-England. 


THE  BICYCLING  WORLD 


89 


NEW  TIRE  NEEDED 


ilotor   Bicycle    Makes  it  Necessary  or  at 
Any  rate  Highly  Desirable. 


that  they  will  make  the  machine  a  stable 
and  reliable  one  iindor  all  conditions  of  road 
and  weather.  The  matter  is  one  that  is 
worth  some  attention. 


MAKING  STEEL  BALLS 


The  Processes  Employed  and  the  Startling 
Effect  They  Have  had  on  Prices. 


By  general  admission  muddy  or  wet  streets 
or  roads  are  the  two  things  that  the  motor 
cyclist  has  to  fear.  Under  ordinary  condi- 
tions the  machine  with  a  motor  attached  is 
just  as  easily  handled  as  one  without  it,  and 
where  one  can  go  the  other  can  follow  with- 
out difficulty. 

But  when  the  motor  bicycle's  roadway  is 
slippery,  then  is  the  time  to  looli  out  for 
squalls.  As  one  rider  expressed  it,  "I'm  not 
afraid  of  anything  as  long  as  I  have  a  solid 
bottom,  but  when  this  goes  and  it  Is  im- 
possible to  balance  the  machine,  then  I  throw 
up  my  hands." 

Under  all  other  circumstances  the  motor 
bicycle  asks  no  favors.  No  dust  can  be  too 
deep,  no  sand  too  shifting  for  it.  On  side- 
paths  it  will  more  than  hold  its  own;  there 
is  no  pedalling  to  disturb  the  steering,  and 
the  front  wheel  is  kept  as  straight  as  a  die 
without  the  slightest  difficulty.  Even  on 
rutty  roads  there  is  no  fault  to  find  with  it, 
a  good  rider  being  able  to  steer  it  in  and  out 
of  the  ruts  with  considerable  facility. 

Nor  does  it  fail  before  a  little  wet,  a  little 
mud.  It  is  just  as  stable  under  such  condi- 
tions as  an  ordinary  bicycle;  it  is  only  neces- 
sary to  steer  a  straight  course,  and  an  even 
keel  will  be  preserved  without  trouble.  It 
is  only  when  the  mud  gets  deep  that  it  mat- 
ters much. 

At  first  glance  this  obvious  weakness  is  a 
very  great  drawback.  It  is  not  sufficient  to 
saj-  that  no  one  need  ride  a  motor  bicycle  on 
very  wet  or  muddy  roads;  that  in  heavy  rain 
storms  or  Immediately  after  them  the 
proper  place  for  a  motor  bicj-cle  is  in  the 
house  or  stable.  Occasions  will  arise  when 
it  is  not  possible  to  take  this  course.  They 
will  be  of  rare  occurrence,  of  course,  but  no 
one  likes  to  reflect  that  there  will  be  times 
when  the  bicycle  is  utterly  useless. 

Obviously,  a  way  out  of  the  dilemma 
should  be  found.  Some  way  should  be  de- 
vised of  delivering  the  machine  from  the 
tender  mercies  of  such  a  condition,  of 'remov- 
ing the  tendency  to  slip,  or  at  least  of  re- 
ducing it  to  a  minimum. 

There  is  evei-y  reason  to  believe  that  a 
solution  is  not  very  difficult  of  attainment. 
A  non-slipping  tire  is  all  that  is  required,  and 
while  that  is  not  such  an  easy  proposition  as 
it  may  appear  to  be,  it  is  certainly  not  an 
uusolvable  one.  Non-slippers  have  been  de- 
vised for  the  regulation  bicycle,  and  with  no 
inconsiderable  success.  It  is  teue  that  their 
increased  cost  and  weight,  combined  with  a 
doubt  as  to  their  necessity,  so  seldom  is  slip- 
ping a  problem  that  must  be  reckoned  with, 
prevented  their  entering  into  extensive  use. 
But  that  does  not  deny  them  merit. 

Talk  with  motocyclists  who  have  given 
the  subject  considerable  attention  shows 
that  they  believe  that  non-slipping  motor 
bicycle  tires  can  be  made;  an(J,  furthermore, 


♦•Insides"  of  the  Forsyth. 

To  perceive  the  great  advance  that  has 
taken  place  in  coaster  brake  design  and  con- 
struction it  is  only  necessary  to  place  one  of 
the  early  devices  alongside  of  some  of  the 
best  productions  of  to-day. 

The  progress  made  has  not  all  been  in  the 
direction  of  simplicity,  reliability  and  dura- 
bility; positiveness,  ease  of  running,  im- 
provement in  appearance  and  a  better,  that 
is,  a  simpler  action,  have  also  had  attention. 
The  crudeness,  the  shortcomings,  the  objec- 
tionable features  of  the  early  devices  have 


been  attacked  and  with  a  marked  degree  of 
success. 

In  the  Forsyth  coaster  brake,  which  has 
just  been  placed  on  the  marliet  by  the 
Forsyth  Manufacturing  Conipauj%  Buffalo, 
N.  Y.,  is  found  an  exemplification  of  this 
progress.  Neither  in  outward  appearance 
nor  in  action  does  the  device  suggest  any- 
thing but  the  regulation  method  of  gearing. 
There  is  no  backlash,  no  marked  interval 
between  the  application  of  power  and  its  tak- 
ing hold,  no  feeling  of  insecurity  or  of  delay 
in  changing  from  forward  to  back  pedalling, 
or  vice  versa. 

The  construction  of  the  Forsyth  device 
will  be  understood  by  examination  of  the 
cut.  In  driving  the  sprocket  No.  14  rotates 
forward  and  carries  with  it  the  driver  No. 
13;  the  thread  on  driver  causes  nut  No.  11 
to  move  to  the  right  and  into  locking  engage- 
ment with  the  taper  of  hub  case  No.  10, 
which,  being  secured  to  hub  shell  No.  1, 
causes  the  wheel  to  revolve  forward  without 
other  friction  than  that  of  its  bearings. 

To  coast,  the  pedals  are  held  against  ro- 
tating; the  momentum  of  hub  shell  No.  1 
causes  nut  No.  11.  by  reason  of  being  in 
locking  engagement  with  taper  of  hub  case 
No.  10,  to  move  to  the  left  and  into  locking 
engagement  with  taper  of  braking  plug  No. 
5,  the  hub  shell,  being  thereby  released  from 
all  friction,  coasts  absolutely  free  on  its 
bearings. 

In  action  of  braking;  by  back  pressure  on 
pedals  the  driver  No.  13  rotates  backward, 
moving  nut  No.  11  still  fiu'ther  to  the  left, 
carrying  with  it  braking  plug  No.  5,  with 
which  it  is  already  in  locking  engagement, 
away  from  shoulder  on  axle  No.  12  and  into 
friction  engagement  with  braking  shoe  No.  4 
and  compressing  spring  No.  17.  When  baclv 
pressure  on  pedals  is  removed  spring  No.  17 
immediately  carries  braking  plug  No.  .5  out 
of  engagement  with  braking  shoe  No.  4,  re- 
turning it  to  shoulder  on  axle  No.  12,  when 
the  brake  is  in  its  original  coasting  position. 


The  day  has  long  since  passed  when  the 
steel  balls  used  for  bearings  were  regarded 
as  wonderful  pieces  of  mechanism,  produced 
by  mysterious  and  intricate  processes  and 
performing  functions  of  almost  incalculable 
importance. 

!rhat  was  years  ago,  when  the  little  spheres 
brought  6  and  8  cents  apiece  at  retail.  Since 
then  they  have  dropped  to  almost  nothing. 
They  are  manufactured  by  the  million,  and 
used  on  hundreds  of  articles  other  than  bi- 
cycles. No  one  gives  them  a  second  thought 
or  regards  them  as  anything  out  of  the  ordi- 
nary. They  have  taken  their  place  in  the 
world's  economy,  and  that  is  all  there  is  to  it. 

Nevertheless,  the  various  processes  which 
the  balls  go  through  in  the  course  of  manu- 
facture are  extremely  interesting. 

The  blank  from  which  they  are  made  is 
sometimes  drop  forged  and  sometimes  cut 
out  of  a  solid  bar  of  steel  by  an  automatic 
lathe.  The  blank  is  a  steel  ball  larger  than 
the  diameter  of  the  finished  ball,  and  with  a 
little  nib  on  each  side  left  by  the  cutting 
out  machine.  No  attempt  is  made  to  remove 
these  nibs  before  the  blanks  are  put  into  a 
machine  which  gives  the  ball  its  first  rough 
grinding.  AVitli  a  number  of  other  balls  it  is 
fed  into  the  rough  grinding  machine,  where 
it  starts  on  its  way  to  a  perfect  sphere.  The 
machine  consists  of  a  grinding  wheel,  which 
revolves  horizontally  on  its  vertical  shaft. 

The  blanks  are  held  in  the  A^-shaped 
channel  which  runs  around  what  is  known 
as  the  groove  disk,  which  is  above  the 
grinding  wheel.  The  ball  blanks  are  placed 
in  tliis  open  bottom  V  groove  and  held  there 
by  tiie  holding  down  ring  of  the  machine. 
This  gives  the  blanlvS  three  points  of  con- 
tact, so  that  the  bottom  line  of  the  blanks 
projects  a  very  small  distance  below  the  bot- 
tom face  of  the  circular  rim  and  circular 
disk.  The  grinding  wheel,  which  is  below 
the  ring,  is  so  supported  that  it  can  be  fed 
up  by  a  delicate  device,  and  it  is  so  ar- 
ranged that  the  ball  will  travel  over  the  en- 
tire face  of  the  wheel. 

After  the  rough  ba^ls  have  been  placed  in 
the  machine  the  grinding  wheel  is  fed  up 
just  to  touch  them.  At  first  the  sparks  come 
with  spits  and  irregularity,  but  after  a  while 
there  is  a  steady  stream  of  sparks,  which  in- 
dicates that  the  balls  have  been  ground  to 
spheres. 

The  balls  are  measured  in  the  course  of  the 
process  by  micromet(;rs,  and  when  the  grinder 
nnds  that  the  rough  balls  have  been  ground 
to  within  one-thousandth  of  an  inch  of  the 
polished  and  finished  ball  he  sends  them  to 
the  inspector's  table,  where  they  are  exam- 
ined for  any  imperfections.  The  perfect  balls 
are  then  taken  to  the  polishing  machine; 
where  they  are  placed  in  a  groove  similar  to 
that  in  the  grindmg  machine,  and  there 
polished  with  oil  and  fine  emery. 

The  balls  are  then  hardened  by  being 
heated  to  the  proper  temperature  and  sud- 
denly dropped  in  oil. 


90 


THE  BICYCUNG  WORLD 


"The  NATIONAL  is  Easily  the  Leading  Wheel." 

Council  Bluffs,  Iowa,  Oct.  14,  1901. 
We  have  sold  Nationals  this  year,  and  all  have  given  good  satisfaction.   The 

National  is  easily  the  leading  Wheel 
in  this  locality  at  the  present  time. 
It  has  not  gained  this  enviable  rep- 
utation hy  yellow  advertising,  but  by 
merit  and  as  a  representative  of  hon- 
est goods.  We  believe  it  is  the  uni- 
versal verdict  of  all  riders  who  have 
purchased  Nationals  that  they  have  at 
length  obtained  a  bicycle  that  gives 
them  perfect  satisfaction. 
We  shall  most  certainly  sell  National 
could  not  take  hold  of  a  more  popular  and  bet- 
Respectfully,  THE  CYCLERY. 


wheels  next  year,  believing 
ter  line. 


If  you  want  to  sell  a  Bicycle  that  will  give  your  Customers 
Perfect  Satisfaction,  write  us. 


NATIONAL  CYCLEIMANUFAGTURING  COMPANY, 


1602-1640  MADISON  AVENUE,  BAY  CITY,  MI:HIGAN. 


What  are  You  in  Business  for 


for  your  health  or  to  make  money  and  build  up  your  reputation  ? 

You  cannot  do  the  latter  without  selling  the  most  meritorious  goods  you  are  able  to  lay  your  hands 

on — goods  that  will  go  out  and  give  satisfaction  and  bring  your  customer  back 

another  time,  instead  of  sending  him  to  your  competitor. 

FISK  TIRES  will  make  second  sales. 

They  please  the  dealer  by  pleasing  the  rider. 


BRANCHES- 
Springfikld;       New  York,  99  Chambers  St.;       Syracuse;       Buffalo 
Detroit;      Chicago,  54  State  St.;      San  Francisco,  The  Phil  B.  Bekeart 
Co.,  114  Second  St. 

REPAIR  DEPOTS: 

105  Reade  St.,  New  York,  N.  V.;  168  Oliver  St.,  Boston,  Mass.; 

1015  Arch  St.,  Philadelphia,  Pa. 


FISK  RUBBER  COMPANY 


CHICOPEE  FALLS,   MASS. 


THE  BICYCUNG  WORLD 


91 


FOUNDED,^ 

andK^TOCYCLE  REVIEW**^ 

In  which  is  Incorporated 
'  .lie  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  GOODMHN  eOMPHNY, 

123=125  Tribune  Building. 

(154  Nassau  Street) 

NEW  YORK,  N.  Y. 


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Post  Office,  September,  igoo. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

I^p*  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

|]@p"  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 

Niw  York,  October  31,  1901. 

Comfort  and  More  of  it. 

To  the  wheelman  who  remembers  the 
clay  of  solid  tires  and  of  weights  running  well 
over  the  half  century  mark  the  present 
models  seem  to  Le  everything  that  could  be 
desired. 

They  are  ridden  faster  and  with  less  exer- 
tion than  their  predecessors.  In  point  of 
comfort,  even  of  luxuriousness,  in  the  mat- 
ter of  giving  the  rider  the  proper  position, 
in  the  conserving  of  strength,  any  com- 
parison made  must  tell  heavily  in  favor  of 
the  machines  of  the  present.  A  statement 
of  fact  such  as  this  is,  rather  than  an  asser- 
tion, needs  no  proof. 

Nevertheless,  not  only  is  it  charged  that 
pleasure  riding  has  diminished  in  popularity 
because  it  is  too  hard  worli  to  ride,  but  there 
is  reason  to  believe  that  there  is  considerable 
truth  in  liie  assertion. 

"Scratch  a  Eussian  and  find  a  Tartar," 
asserted  an  enemy  of  the  Muscovites.  Simi- 
larly, it  is  only  necesary  to  ask  an  old  bi- 
cycle rider,  particularly  if  the  rider  is  of  the 
fair  sex,  why  he  or  she  stopped  cycling,  to 


be  told  that  the  fact  of  Its  being  hard  work 
bad  a  great  deal  to  do  with  it  Not  infre- 
quently it  is  freely  admitted  that  this  Is  the 
liead  and  front  of  the  cycle's  offending. 

"The  development  of  the  bicycle  along 
racing  lines,  the  ignoring  of  all  that  made 
for  comfort,  is  responsible  for  the  decay  of 
cycling,"  said  an  ex-manufacturer  to  us  not 
long  ago. 

'"Instead  of  building  bicycles  in  which 
comfort  w^as  the  great  desideratum,  ma- 
chines designed  as  far  as  posible  to  com- 
pensate for  the  vileness  of  the  ordinary  road, 
machines  constructed  with  regard  to  the 
fact  that  the  great  majority  of  riders  were 
not  'scorchers' — instead  of  doing  this  the 
racetrack  was  taken  as  the  type  of  road,  the 
racing  man  as  the  type  of  rider.  Is  it  any 
wonder  that  a  day  of  reckoning  came?" 

Other  observers  sing  a  song  constructed 
on  somewhat  similar  lines. 

They  say  that  while  the  natural  tendency 
of  riders  was  to  demand  more  and  more  of 
It  each  season,  they  either  found  no  im- 
provement taking  place  or  else  noted  an 
actual  retrocession. 

It  is  pointed  out  that  half  a  dozen  yeare 
ago  the  cycle  reached  its  pinnacle;  that  since 
then  the  regulation  chain  machine  has  re- 
mained the  same,  or,  rather,  since  then  tire 
sizes  have  decreased,  gears  have  increased, 
weights  have  been  added  to;  that,  in  short, 
the  rider  of  to-day  has  to  work  harder  and 
is  shaken  up  more  than  he  was  in  1895. 

When  against  this  state  of  affairs  is  placed 
the  undoubted  fact  that  the  average  rider 
demands  a  distinct  advance  every  few  years, 
and  quits  riding  if  he  does  not  get  't,  one 
cause  of  the  "slump"  in  pleasure  riding  will 
be  apparent. 

It  will  scarcely  be  disputed  at  this  late 
day  that  what  is  wanted  by  most  pleasure 
riders  is  less  work  and  more  comfort. 

The  cushion  frame,  the  tire  of  larger 
diameter,  the  spring  saddle  will  do  some- 
thing toward  attaining  the  latter.  Lower 
gears,  the  coaster  brake,  the  motor,  to  take 
them  in  inverse  order,  will  do  everything  in 
the  former  respect. 

This  does  not  exhaust  the  list,  however. 


About  Motor  Bicycles. 

It  must  be  pretty  evident  by  this  time  that 
the  future  of  the  motor  bicycle  depends  to  a 
very  considerable  extent  upon  its  appearance 
and  the  impression  it  makes  on  the  public  at 
first  sight. 

Anything  very  different  from  the  ordinary 
bicycle  is  pretty  certain  to  repel  riders,  to 


cause  them  to  shake  their  heads  and  con- 
clude that  they  do  not  want  to  Invest  In  the 
new  machine.  There  Is  a  feeling  abroad 
Miat  the  motor  bicycle  must  be  very  compli- 
cated; and  tlie  sight  of  a  great  deal  of  "ma- 
chinery," as  it  is  vaguely  termed,  is  almost 
certain  to  confirm  this  belief. 

It  is  possible  that  the  motor  bicycle  of  the 
future  will  be  complicated,  loaded  down  with 
"machinery,"  and  a  thing  of  weight  and  bulk. 

It  may  even  be  that  the  turning  to  a 
smaller  and  lighter  motor,  the  attempt  to 
reduce  the  extra  parts  to  the  smallest  pos- 
sible compass,  even  to  hide  them  wherever 
this  can  be  accomplished,  is  all  wrong.  It 
may  be  a  stopping  at  a  half  way  house,  a 
divergence  into  paths  that  lead  away  from 
instead  of  toward  the  goal,  and  that  sooner 
or  later  the  steps  will  be  retraced,  the  true 
path  followed;  and  this  after  valuable  time 
has  been  lost. 

All  this  may  happen.  But  even  if  we  were 
sure  that  such  would  be  the  case,  that  light 
motors  were  a  inistake,  prudence  would  still 
dictate  the  following  of  the  course  re- 
ferred to. 

For  it  is  indubitable  that  the  public  will 
take  more  readily  to  such  machines  than  to 
the  big  ones,  in  spite  of  the  fact  that  the 
latter  are  so  much  more  powerful.  It  is  not 
the  matter  of  price  alone  that  actuates  them, 
although  this  is  an  item  of  no  inconsiderable 
importance.  It  is  the  appearance  of  the  big 
motors  that  frightens  them,  the  thought  of 
what  would  happen  in  case  of  accident,  of 
the  immense  labor  connected  with  handling 
such  machines,  of  the  increased  difliculty — 
as  compared  with  the  light  motor  bicycle — 
of  storing  them.  All  these  influences  are  at 
work,  and  add  to  the  prejudice  first  enter- 
tained. 

The  big  motor  bicycles,  with  motors  of 
sufficient  power  to  go  anywhere,  at  any 
speed,  will  always  find  admirers  and  pur- 
chasers. 

But  they  will  be  limited  in  number.  For 
every  purchaser  of  this  kind  there  will  be 
half  a  dozen  who  will  choose  the  lighter  and 
cheaper  and  sightlier  machine,  the  machine 
that  will  differ  but  slightly  from  the  pedal- 
propelled  bicycle  which  almost  universal  use 
has  made  familiar. 

It  is  a  source  of  gratification,  therefore,  to 
note  the  number  of  machines  of  this  class 
that  will  be  placed  on  the  1902  market. 

Designers  have  read  the  handwriting  on 
the  wall,  have  seen  that  even  this  early  the 
demand  for  refinement  has  set  in.  They 
have  set  themselves  the  task  of  producing 
machines  that  are  motor  bicycles  instead  of 


92 


THE  BICYCLING  WORLD 


■being  either  bicycles  with  motors  attached 
or  motors  with  bicycles  attached. 

In  short,  the  winning  card  is  a  machine  in 
which  the  bicycle  and  the  motor  are  com- 
pletelj^  and  harmoniously  blended. 


Light  on  a  Bugaboo. 

After  many  years  an  Englishman  has  an- 
swered the  oft-asked  question: 

"Why,  if  British  arguments  are  true,  was 
the  English  bicycle  able  to  dominate  the 
American  marlcet  when  the  same  tariff  then 
existed  that  exists  to-day?" 

Mr.  A.  J.  WilFon.  who  undertakes  the  re- 
ply, finds  the  question  so  "extremely  simple" 
that  he  cannot  conceive  that  it  was  not  an- 
swered long  ago. 

Qi'he  "obvious  reason,"  according  to  Mr. 
Wilson,  is  that  at  the  time  the  English  bi- 
cycle dominated  our  market  "Americans  had 
not  learned  how  to  make  bicycles  at  all; 
when  the  Americans  learned  how  to  copy  the 
English  bicycle  it  naturally  followed  that 
the  American  bicycle,  without  being  better 
than  or  as  good  as  the  English,  could  be  pro- 
duced and  sold  in  America  at  a  lower  price 
than  the  British  bicycle,  which  had  to  pay 
45  per  cent  ad  valorem  duty  upon  entering 
America.  In  other  words,  when  there  were 
no  American  bicycles  in  existence  the  Ameri- 
cans had  to  buy  English  bicycles  and  to  pay 
45  per  cent  to  their  government  for  the  privi- 
lege; it  therefore  came  to  be  worth  while  for 
American  mechanics  to  learn  how  to  copy 
the  English  bicycle,  and  to  sell  the  copy  to 
the  American  public,  who  naturally  pre- 
ferred to  buy  such  machines  so  as  to  evade 
paying  the  45  per  cent  tax  to  their  govern- 
ment." 

"Does  it  not  stand  to  reason  that  of  two 
articles— we  will  say  equally  good— the  one 
which  pays  no  tax  will  be  bought  in  prefer- 
ence to  the  one  which  has  45  per  cent  added 
to  its  price?"  queries  Mr.  Wilson  in  return. 
"Will  the  Bicycling  World  assert  that  the 
American  public  will  rather  pay  $145  for  a 
taxed  bicycle  when  it  can  get  an  untaxed 
bicycle  for  $100?" 

The  Bicycling  World  will  assert  nothing  of 
the  sort;  both  questions  may  be  answered 
with  an  emphatic  "No!"  keeping  ever  in 
mind  that  the  two  articles  are,  as  assumed, 
"equally  good."  But  it  is  a  matter  of  his- 
tory that  the  American  public  did  pay  $10  to 
$15  more  for  the  "taxed  bicycle"  than  for 
the  untaxed  one,  so  long  as  they  believed 
the  former  to  be  worth  it. 

Mr.  Wilson's  questions,  however,  do  not 
fit  into  the  discussion.  Like  nearly  all  his 
countrymen,  he  dodges  or  forgets  the  facts 


in  the  case— i.  e.,  tliat  on  the  two  occasions 
when  the  English  bicycle  was  a  factor  in 
the  American  jnarket  its  price  averaged  $10 
to  $15  higher  than  the  domestic  product. 
This  differential  held  true  when  the  English 
article  came  into  and  when  it  went  out  of 
the  American  market;  the  45  per  cent  duty 
was  never  added  to  its  selling  price.  Ameri- 
can prices  were  not  reduced  until  long  after 
the  imported  bicycle  had  departed  these 
shores,  and  had  nothing  to  do  with  the  fail- 
ure of  the  English  bicycle  to  hold  its  popu- 
larity. When  American  riders  purchased 
the  foreign  product  they  at  all  times  paid 
more  for  it  than  for  the  "home  grown"  ar- 
ticle. When  the  Democratic  party  made  its 
fight  against  the  McKinley  tariff  the  fact 
that  Victor  bicycles  were  actually  selling  at 
a  lower  price  abroad  than  at  home  was  one 
of  its  campaign  arguments— a  condition  that 
exists  to-day  in  the  steel  billet  trade. 

These  are  the  facts  in  the  case,  dispassion- 
ately stated.  They  should  make  clear  to  any 
one  open  to  conviction  that  the  tariff  played 
no  part  in  the  expulsion  and  exclusion  of 
the  British  bicycle  from  this  part  of  the 
world.  Whether  Mr.  Wilson  will  be  con- 
vinced is  another  matter,  since  he  has  be- 
come a  high  priest  of  protective  tariff. 

The  belief  that  the  American  bicycle  was 
as  good  as  or  better  than  the  imported  ar- 
ticle was  the  real  reason;  but,  of  course,  no 
patriotic  foreigner  is  expected  to  share  the 
belief.  Two  peoples  may  honestly  differ  on 
this  point,  but  there  is  no  substantial  ground 
for  a  quibble  over  the  tariff  situation.  It 
served  the  cycle  trade  no  good  purpose  in 
former  years;  it  is  as  useless  to-day. 

Having  settled  the  tariff  controversy  to  his 
satisfaction,  Mr.  Wilson  turns  questioner  and 
puts  this  query:  "How  is  it  that  if  the 
American  bicycle  is  better  than,  or  at  least 
equal  to,  the  British  article,  the  American 
bicycle  has  failed  to  establish  itself  on  the 
British  market?" 

The  question  is,  however,  beyond  us.  There 
are  many  things  English  which  we  do  not 
understand.  This  is  one  of  them.  We  might 
point  to  the  fact  that  our  cycle  exports  to  the 
United  Kingdom  have  increased  over  last 
year's  record  and  rest  our  case  on  that;  we 
might  suggest  that  the  reason  the  American 
bicycle  is  not  as  popular  in  England  as  might 
be  is  the  same  that  possibly  had  to  do  with 
the  fall  of  the  English  bicycle  in  this  coun- 
try—that American  manufacturers,  generally 
speaking,  do  not  defer  sufficiently  to  English 
tastes  and  inclinations  and  demands.  We 
might  suggest  other  factors,  but  they  would 
prove  nothing  and  serve  no  purpose. 


Saddle  Situation  Altered. 

In  former  days  the  saddle  was  the  part 
above  all  others  regarding  which  riders  felt 
themselves  in  duty  bound  to  disagree.  It 
was  seldom  that  two  riders  thought  alike 
on  this  subject.  They  might  be  easy  to  suit 
in  other  respects,  but  when  it  came  to  sad- 
dles the  dealer  knew  he  was  in  for  trouble. 

Consistency  was  the  last  thing  thought  of. 
The  comfortable  spring  saddle  that  was  pop- 
ular one  year  might  be  altogether  displaced 
a  little  later;  a  hard  seat,  void  of  comfort  as 
well  as  springs,  and  of  a  character  to  lead 
one  to  wonder  why  it  was  ever  looked  at  a 
second  time,  was  likely  to  replace  it  and 
be  the  recipient  of  more  extravagant  lauda- 
tion than  was  ever  bestowed  on  its  prede- 
cessor. But  no  one  ever  attempted  to  ex- 
plain such  changes,  such  a  shifting  of  public 
favor. 

Sometimes  saddles  ran  to  peaks— hard  or 
soft,  pronounced  or  otherwise— only  to  be 
succeeded  by  the  peakless  era.  Springs, 
pads,  lacings,  tops  of  leather,  of  rattan,  of 
celluloid,  of  aluminum,  even  of  sheet  steel, 
wide  bases,  narrow  bases,  short  and  long 
saddles,  high  and  low  ones— all  succeeded  in 
rapid  and  bewildering  succession,  and  appar- 
ently without  rhyme  or  reason. 

Nowadays  riders  take  their  saddles  as  they 
take  the  remainder  of  the  machine.  There 
are  a  few  styles  that  are  looked  upon  with 
favor,  and  there  may  be  a  difference  of 
opinion  as  to  which  is  the  preferable  one. 
But  the  trade  no  longer  has  the  same  trouble 
as  of  old  to  meet  the  riders'  views  on  this 
subject. 


It  is  remarkable  how  motor  bicycle  de'- 
signers  in  England  follow  the  beaten  track. 
Of  the  score  or  more  of  motor  bicycles  that 
have  been  brought  out  in  that  country,  the 
"Minerva  type,"  as  it  may  be  designated 
for  want  of  a  better  term,  is  the  great  favor- 
ite. Probably  half  of  the  machines  follow 
the  Minerva  design,  which  is  nothing  more 
than  to  place  the  engine  under  the  main 
frame  tube,  i.  e.,  the  tube  running  from  the 
crank  hanger  to  the  lower  head.  In  this 
position  the  engine  appears  to  be  without 
adequate  support,  but  the  favor  which  this 
design  has  met  with  would  seem  to  indicate 
that  it  does  not  give  trouble  on  this  account. 


An  alleged  cycling  journal  makes  the 
highly  sensational  statement  that  "high 
grades  have  come  to  stay."  The  paper  in 
question  is  not  published  in  the  Fiji  Islands, 
but  in  the  United  States,  and  bears  date  Oc- 
tober, 1901. 


THE  BICYCLING  WORLD 


93 


ENGLAND'S   FIRST 


notocycle    Club    in    London    and    Spelled 
M-o-t-o=cycle,  too— Other  flatters. 


London,  October  22.— London  now  has  a 
niotocycle  club.  It  was  organized  last  week, 
some  thirty  motocyclists  answering  the  call. 
Its  title  is  the  Motocycle  Club.  It  should 
help  to  develop  the  pastime,  as  a  fairly 
strong  comniittee  has  been  elected.  Some 
effort  was  at  first  made  to  induce  those 
present  to  amalgamate  with  the  English 
Motor  Car  Club,  about  twenty-six  members 
of  which  are  motocyclists,  but  the  meeting 
would  have  none  of  it.  The  club  is  to  be  run 
on  social  lines,  and  there  is  not  much  likeli- 
hood of  any  racing  being  in  its  programme 
other  than  occasional  hill  climbing  competi- 
tions, which  can  hardly  be  said  to  come 
under  the  category  of  motocycle  racing  as 
the  term  is  usually  understood. 


I  saw  a  very  queer  motocycle  yesterday, 
which  machine  is  the  outcome  of  some  ex- 
periments carried  out  by  the  Twin  Wheel 
Cycle  Company  (Limited).  The  Twin  Wheel 
cycle  follows  the  lines  of  the  ordinary  rear 
driving  safety,  but  it  is  fitted  with  two 
wheels  at  the  back,  the  said  wheels  being 
very  close  together  and  mounted  upon  a 
through  axle,  to  which  they  are  keyed,  no 
balance  gear  being  employed.  Naturally, 
the  machine  will  not  turn  corners  without 
a  certain  amount  of  "dragging"  action,  un- 
less it  be  ridden  at  sufficient  speed  to  allow 
it  to  be  leaned  over  so  that  the  outer  wheel 
is  clear  of  the  ground.  The  machine  is  sup- 
posed to  prevent  side  slip,  but  as  a  bicycle 
always  slips  in  such  a  manner  as  to  throw 
the  rider  to  the  inside  of  any  curve  it  may 
•be  taking  at  the  time,  it  is  very  hard  to  see 
how  the  outer  wheel,  which  is,  under  the 
circumstances  named,  off  the  ground,  can 
prevent  a  fall.  But  this  is  not  the  question 
at  present  and  does  not  affect  the  machine 
from  the  motor  point  of  view.  The  wheel 
base  is  long,  and  thus  the  motor  of  about 
one  horse  power  can  be  placed  behind  the 
down  tube  of  the  frame  and  the  crank 
braclvCt.  An  ordinary  pattern,  large  toothed 
wheel  runs  upon  a  countershaft,  which  in 
turn  is  geared  by  means  of  a  chain  to  the 
centre  of  the  shaft  carrying  the  two  driving 
wheels.  A  second  chain  is  carried  forward 
to  the  crank  axle,  by  means  of  which  the 
machine  is  started.  The  extreme  length  of 
tne  frame  leaves  plenty  of  room  for  the 
motor  and  all  the  working  parts,  but  I  fancy 
that  the  twin  wheel  arrangement  will  not 
be  found  satisfactory  in  practice.  I  do  not 
think  that  the  company  has  done  much  trade 
with  their  pedal  propelled  machine,  and  I 
should  say  that  the  motor  device  will  be 
still  more  difficult  to  sell. 

Messrs.  Gamage  (Limited)  are  now  shov,-- 
ing  one  or  two  motor  bicycles  made  in  your 


country,  and  so  far  as  the  arrangement  of 
the  engines  and  the  levers  is  concerned  the 
machines  appear  all  right.  The  only  un- 
favorable remarks  I  have  heard  respecting 
them  have  had  reference  to  the  front  fork 
blades,  which  are  single,  and  certainly  do 
not  seem  to  be  of  a  heavy  gauge.  Here  it  is 
customary  to  employ  very  heavy  guage  tub- 
ing for  the  construction  of  the  blades  of 
forks  of  the  single  pattern,  while  more  often 
double  forks,  as  used  upon  triplets  and 
multicycles  generally,  are  employed  for  mo- 
tocycles.  I  do  not  think  that  the  front  fork 
of  a  motocycle  can  possibly  be  made  too 
secure,  as  it  is  exposed  to  very  great  strain, 
especially  when  the  machine  is  driven  at 
high  speeds  over  our  rough  and  bumpy 
roads.  This  point  Is  well  worth  noting  by 
American  makers  who  are  thinking  of  cater- 
ing for  the  English  market  in  the  matter  of 
motocycles. 


SALESMAN'S  WILL 


And  how  it  Served  its  Purpose  and  Sold 
His  Saddle. 


The  correct  position  for  the  motor  on  a 
motor  bicycle  is  the  subject  which  is  receiv- 
ing most  attention  at  the  present  moment, 
and  it  must  be  admitted  that  opinions  seem 
to  vary  very  much.  The  majority  of  makers 
are  placing  the  engine  low  down,  a  few  are 
adopting  somewhat  more  central  position, 
while  yet  another  school  are  putting  the  en- 
gine high  up.  There  is  a  great  deal  in  the 
contention  of  the  adherents  of  the  latter 
plan,  who  maintain  that  the  high  centre  of 
gravity  prevents  side  slip,  as  the  weight  of 
the  motor  is  naturally  thrown  to  the  outside 
of  any  turn  which  the  machine  may  be  tak- 
ing by  the  action  of  centrifugal  force,  and 
that  the  high  position  gives  increased  power 
to  this  action,  and  so  tends  to  keep  the  ma- 
chine more  upright.  This  may  be  the  case, 
but  it  must  also  be  remembered  that  the 
turning  of  corners  will  be  more  difficult  and 
will  strain  the  arms  far  more.  However, 
this  may  be  better  than  risk  of  side  slip.  I 
have  been  down  very  heavily  once,  and  I  do 
not  want  to  try  the  experiment  again. 


Few  motor  bicycles  are  now  to  be  seen  in 
the  streets  of  London,  and  now  that  the  fogs 
have  commenced  and  the  roads  arc,  as  a 
consequence,  somewhat  greasy,  it  is  not 
likely  that  many  such  machines  will  be  used 
in  the  metropolis  till  next  year.  Motor  tri- 
cycles are,  however,  very  common,  especially 
for  commercial  travellers  engaged  in  the 
hardware  trade,  where  a  top  hat  is  not  a 
sine  qua  non. 

How  Tools  are  Injured. 

Mechanics  make  a  great  mistake  in  stamp- 
ing their  names  with  a  steel  stamp  on  their 
fine  tools.  Be  it  done  ever  so  carefully,  it  is 
sure  to  spring  or  throw  out  of  true  the  tool 
so  stamped.  Fully  95  per  cent,  of  the  tools 
returned  to  us  with  the  information  that 
tliey  are  not  true,  says  a  fine  tool  maker, 
have  been  stamped  with  a  steel  stamp.  He 
recommends  the  use  of  etching  fluid  instead. 


"Who  in  the  world  rides  that  saddle?"  in- 
quired the  Bicycling  World  man,  pointing 
contemptuously  in  the  direction  of  a  machine 
fitted  with  a  springless,  aluminum-topped 
saddle.  "I  thought  that  the  day  for  such 
freaks  had  passed." 

"That  saddle?"  repeated  the  dealer  ad- 
dressed. "Why,  that  is  my  machine  and  my 
saddle.  There's  nothing  at  all  the  matter 
with  it.  I  like  it  first  rate;  it  is  perfectly 
comfortable,  and  it  never  stretches  or  loses 
its  shape. 

"I'll  tell  you  how  I  came  to  adopt  it,"  he 
continued.  "One  day  a  drummer  came  into 
the  store,  and  after  I  had  bought  a  lot  of 
stuff  from  him  he  brought  out  this  saddle. 
I  laughed  at  him  at  first,  and  told  him  that 
no  one  would  ever  buy  such  a  saddle  as  that. 
The  day  for  foolish  buying  had  gone  by,  I 
said,  and  he  need  not  think  he  could  catch 
me  on  anything  of  that  kind.  I  had  been 
bitten  too  often,  had  too  much  unsalable  stuff 
cluttering  up  my  shelves. 

"  'Who  asked  you  to  buy  it?'  the  man  re- 
plied. 'I  don't  want  to  sell  it  to  you;  I'm 
going  to  give  it  to  you,  and  if  you  don't  like 
it  you  can  throw  it  out  in  the  street  for  all  I 
care.' 

"Of  course,  it  would  never  do  to  look  a 
gift  horse  in  the  mouth,  and  although  I  did 
not  want  the  saddle,  and  was  tempted  to  tell 
the  man  so,  I  refrained.  So  he  went  away, 
leaving  the  saddle  on  the  counter.  There  it 
stayed  for  several  weeks.  Then,  Ifeing  such 
a  conspicuous  object,  it  stared  me  in  the 
face,  until  one  day  I  decided  to  see  what  it 
was  like.  So  I  put  it  on  my  machine  and 
began  to  ride  it. 

"Now  comes  the  funny  part  of  it.  I  liked 
the  saddle  as  soon  as  I  got  on  it,  and  the 
longer  I  used  it  the  better  pleased  I  was 
with  it.  So  I  kept  it  on  my  machine.  Even 
then,  however,  I  had  no  thought  of  selling 
the  saddle.  But  one  or  two  of  my  customers 
noticed  that  I  was  using  this  one,  and  they 
began  to  ask  me  about  it.  Finally,  one  of 
them  asked  to  try  it,  and  he  liked  it  so  well 
that  he  gave  me  an  order  for  one.  Two  or 
three  others  followed  his  example,  and  I 
now  have  about  half  a  dozen  of  them  out. 

"It's  only  a  fad,  of  course.  But  it  just 
shows  what  a  salesman  can  do  if  he  is 
'foxy.'  This  one  took  the  independent  tack 
and  caught  me,  where  he  would  have  'fallen 
down'  completely  if  he  had  tried  to  do  busi- 
ness with  me." 


"Motocycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound.  $1. 
The  Goodman  Co.,  Box  649,  New  York.    ••• 


Points  on  Credit. 

Customer— How'd  do?  Have  you  anytime 
to  spare  this  morning? 

Tradesman — Certainly;  plentj"  of  it. 

Customer— Glad  to  hear  it.  I'd  like  to  have 
thirty  days  more  on  that  bill  I  owe  you. — 
(Business. 


94 


THE  BICYCUNG  WORLD 


r 


I 


THE  OPPORTUNITY  AND  THE  MAN 


The  opportunity  exists  and  is  an  open  one;  it  simply  awaits  the  man. 
The  man  also  exists,  but  he  is  keeping  under  cover.       He  sees  the  opportunity,  and 
why  he  should  wait  is  best  known  to  himself. 

WHEN  THE  MAN  SEIZES  THE  OPPORTUNITY 

it  will  place  him  at  the  very  forefront  of  the  cycle  trade.  Fame  and  fortune  are  sure  to 
follow  him. 

The  opportunity  is  this  :  To  make  the  Morrowized  bicycle  his  standard  model.  Some 
cycle  manufacturer  is  certain  to  make  the  move  sooner  or  later.  The  one  who  makes  it 
soonest  is  the  one  who  will  reap  the  greatest  glory  and  richest  reward.  Why  not  be  that 
one  ?  Think  it  over  and  decide  quickly.  There  are  other  thinkers.  it  is  the  man  who 
follows  thought  with  action  who  will  win  out  in  this  instance. 

With  the  MORROW  Coaster  Brake  no  risks  are  incurred.  It  is  true  and  tried — a 
known  quantity,  and  so  well  and  widely  known  that  it  actually  aids  the  sale  of  the  bi^ 
cycle  to  which  it  is  applied. 


ECLIPSE  MANUFACTURING  COMPANY, 


ELMIRA    N.  Y. 


/is 

I 


TUCKER    RIMS 


THE  RIMS  YOU  OUGHT  TO  HAVE  AT  THE  PRICE  YOU  OUGHT  TO  PAY.  f 


LICENSED   MANUFACTURERS  OF   C  &  J    RIMS. 


QuoT-A-rioiMS  oiM  f?e:q»je:st-. 

/.liV^    C.  J.  Iven  &  Co.,  Sole  Sales  Agents,  Rochester,  N.  Y.  TUCKER  BICYCLE  WOODWORK  CO.,  URBAMA,  OHIO. 


THE  BICYCUNG  WORLD 


95 


THE  TARIFF  BUGABOO 


Dealer  who  Sold  Both  American  and  British 
Bicycles  Knocks  it  Down. 


He  fell  into  a  discussion  of  English  bi- 
cycles and  as  naturally  the  talk  led  to  the 
disinclination  or  inability  of  the  Englishmen 
to  see  that  the  American  tariff  had  nothing 
to  do  with  the  failure  of  the  imported  bi- 
cycle to  hold  its  ground  in  this  country.  One 
of  the  "old  guard"  who  had  handled  bicycles 
in  the  earlier  days  when  Rudges,  New  Eap- 
ids,  Premiers  and  other  British  bicycles  were 
as  well  known  as  Columbias,  Champions  and 
Victors,  was  most  emphatic  in  his  expression 
of  opinions. 

"Do  you  know,"  he  continued,  "this  eter- 
nal war  of  words  about  the  tariff  and  the 
great  influence  it  had  on  the  sale  of  bicycles 
in  this  country  has  always  seemed  to  me  to 
be  the  merest  drivel?  There  never  was  any 
room  for  an  argument.  Two  disinterested 
men,  provided  they  were  also  unprejudiced, 
could  have  settled  the  matter  to  their  entire 
satisfaction  in  five  minutes.  Instead  of  do- 
ing this,  however,  there  has  been  all  sorts 
of  wild  talk  indulged  in,  that  coming  from 
one  side  being  disengenuous  to  a  degree. 

"The  tariff  on  bicycles  imported  into  this 
country  has  had  just  as  much  to  do  with 
their  sale  and  with  their  disappearance  as 
it  had  to  with  the  death  of  Julius  Csesar — 
not  one  whit  more. 

"Now,  that  may  appear  to  be  a  strong 
statement,  but  it  is  almost  literally  true. 
Having  bought  and  ridden  English  wheels, 
and  later  sold  them  in  competition  with  and 
alongside  of  American  ones,  I  ought  to  know 
something  about  the  matter.  Without  being 
egotistical,  I  assert  that  I  do  know  some- 
thing about  it,  and  with  your  kind  permis- 
sion I  will  say  it. 

"It  is  a  fact— the  plain,  unvarnished  truth— 
that  American  riders  bought  and  rode,  and 
then  ceased  to  buy  and  ride,  English  bi- 
cycles without  the  question  of  the  tariff, 
hardly  even  the  matter  of  cost,  entering 
their  minds.  When  they  rode  machines  from 
across  the  water  they  did  so  because  they 
believed  them  to  be  better  than  any  that 
could  be  procured  of  home  manufacture;  and 
when  in  the  course  of  time  the  conditions 
were  reversed,  and  they  considered  the 
American  machines  as  good  as  or  better  than 
the  English  ones,  they  took  just  the  oppo- 
site com-se.  All  this  took  place,  mind  you, 
without  the  matter  of  cost  to  them  playing 
the  slightest  part. 

"The  best  way  to  illustrate  my  meaning  is 
to  state  my  own  case,  both  before  and  after 
I  entered  the  trade.  In  this  way  I  will 
show  that  I  am  talking  by  the  book,  and 
not  from  hearsay. 

"In  1886  I  had  occasion  to  buy  a  new  bi- 
cycle—a high  wheel.  I  hesitated  between  a 
Columbia  Light  Roadster  and  an  English 
machine,  the  New  Rapid,  the  latter  being 
sold  by  Sam  Clark,  of  Baltimore.   Now,  why 


did  I  finally  choose  the  latter?  Simply  be- 
cause I  thought  it  was  a  little  better  than 
the  Columbia  or  any  other  American  ma- 
I'hine.  Did  the  price  have  anything  to  do 
with  it?  Not  a  thing.  It  cost  me  just  $10 
more  than  the  American  wheel  would  have 
done— $137.50  instead  of  $127.50— and  I  paid 
it  without  a  murmur.  I  have  the  receipted 
bill  for  it  to  this  day,  and  it  was  only  a 
few  months  ago  that  I  came  across  it  among 
ray  papers. 

"I  rode  my  New  Rapid  during  1886  and 
1887,  and  in  1888  was  in  the  market  for  a 
new  bicycle.  Again  I  looked  over  the  field, 
and  this  time  I  decided  the  other  way — to 
buy  an  American  bicycle.  This  was  a  Vic- 
tor, and,  as  before,  the  die  was  cast  in  its 
favor  by  one  consideration— that  of  excel- 
lence. 

"I  believed  the  Victor  to  be  superior  to  any 
English  machine  sold  in  this  country.  It 
was  equal  to  the  latter  in  design  and  supe- 
rior in  point  of  running.  The  price  was  $10 
less  than  an  English  machine,  but  that  had 
nothing  to  do  with  it.  I  had  acquired  the 
scorching  habit,  and  was  spending  so  much 
money  on  cycling  that  $10  would  have  been 
a  mere  fleabite  to  me. 

"Now  the  tariff  comes  in,  or  rather  it  does 
not  come  in.  In  both  of  these  years  the 
tariff  was  the  same— 35  per  cent.  Was  that 
o5  per  cent  added  to  the  retail  cost  of  the 
English  bicycle?  Not  a  bit  of  it.  But  $10, 
or  less  than  10  per  cent,  was  piled  on.  Now, 
I'm  not  going  to  attack  the  assertion  that 
the  consumer  pays  the  tax— the  duty.  Polit- 
ical economy  is  against  me.  and  I'm  not 
foolish  enough  to  think  that  I  can  demolish 
it.  But  I  will  say  that  in  the  case  of  bi- 
cycles the  consumer  paid  only  a  part  of  the 
tax— in  this  instance  $10  worth.  Whether 
tlie  remainder  was  borne  by  the  exporter  or 
importer,  or  divided  between  them,  it  is  not 
for  me  to  say.  One  thing  is  pretty  certain — 
somebody  paid  it;  Uncle  Sam  got  his  35  per 
cent. 

"Now  we  will  go  forward  a  bit.  In  1890 
the  McKinley  tariff  went  into  effect.  It 
raised  the  duty  on  bicycles  from  35  to  45  per 
cent.  But  before  that  took  place  the  im- 
portation of  English  high  wheels  had  re- 
ceived its  death  blow— that  is,  while  the  duty 
still  remained  at  35  per  cent. 

"Amei'ican  riders  came  to  the  same  con- 
clusion that  I  did— or  perhaps  it  would  be 
less  egotistical  to  say  that  I  chimed  in  with 
nearly  everybody  else,  and  decided  that  the 
American  makers  had  learned  their  lesson 
and  managed  to  turn  out  better  bicycles  than 
their  one-time  superiors.  Consequently  there 
was  no  market  for  English  high  wheels. 
Nearly  all  the  English  branch  stores  were 
closed,  and  agents  in  this  country  ceased  to 
handle  English  machines. 

"In  the  mean  time  the  safety  had  been 
coming  in.  Even  in  this  country  compara- 
tively few  high  wheels  were  manufactured 
after  1889.  By  that  year  all  our  makers  were 
turning  out  safeties — of  a  kind. 

"In  common  with  many  other  riders,  I 
regarded  them  as  a  very  poor  kind.  Conse- 
quently when,  in  1891,  I  reluctantly  gave  up 


the  high  wheel  I  made  choice  of  an  English 
safety— this  time  a  Premier  Kitten.  By  this 
time  I  had  embarked  in  the  trade,  and  was 
selling  both  American  and  Knglish  bicycles. 
In  the  fall  of  1890  I  won  a  first  grade  Ameri- 
can bicycle  in  a  race;  instead  of  riding  it, 
however,  I  held  it  over  until  spring  and  then 
traded  it  for  the  Premier  referred  to,  pay- 
ing something  to  boot,  of  course.  I  rode  this 
machine  for  two  years,  and  in  1893  came  to 
the  parting  of  the  ways  again. 

"Was  my  new  machine  to  be  English  or 
Ajnerican?  The  ansAver  was  in  favor  of  the 
latter,  and  for  the  same  reason  as  in  1888.  I 
considered  that,  after  four  or  five  years'  ef- 
forts, American  makers  had  again  come  to 
the  front,  and  were  turning  out  machines 
superior  to  those  of  transatlantic  origin.  Nor 
did  the  price  have  anything  to  do  with  it. 
The  American  machine  was  $10  cheaper  at 
retail,  but  that  did  not  affect  my  decision  a 
particle.  It  was  made  entirely  on  the  merits 
of  the  case. 

"Was  I  singular  in  this  choice?  No.  For 
1893  witnessed  the  beginning  of  the  end  with 
English  safeties.  In  previous  seasons  I  had 
sold  many  more  English  machines  than 
American  ones;  in  1893  the  latter  went  far 
ahead  of  the  former.  After  1893  I  ceased  to 
deal  in  English  machines. 

"Prices  and  tariff?  In  1889,  1890  and  1891 
American  safeties,  with  solid  tires,  sold  at 
$135  retail— the  best  makes,  of  course.  In 
the  same  years  the  best  English  machines  re- 
tailed for  .$5  and  $10  more,  depending  on  the 
make.  Yet  in  1889  and  1890  the  85  per  cent 
tariff  was  in  force,  in  1891  the  45  per  cent 
tariff.  In  other  words,  while  the  duty  was 
advanced  10  per  cent  the  price  to  the  rider 
remained  the  same. 

"Another  point:  In  1888  and  1889  trade  in 
English  bicycles  was  almost  dead  here,  and 
the  tariff'  was  35  per  cent.  In  1890  trade  in 
English  safeties  began  to  pick  up;  in  1891  it 
assumed  considerable  proportions;  in  1892  it 
swept  the  country,  the  branch  stores  being 
reopened,  nearly  all  dealers  stocking  English 
machines,  English  representatives  coming 
over  here  and  selling  anything  that  bore  an 
English  name;  and  some  of  the  owners  never 
got  paid  for  their  goods. 

"Now,  there  was  the  ineffectiveness  of  the 
tariff  again  illustrated:  When  it  was  at  35 
per  cent  English  trade  began  to  revive;  when 
it  was  increased  to  45  per  cent  this  trade,  in- 
stead of  being  choked  oft",  increased  largely; 
and  a  year  later,  with  the  duty  still  at  45 
per  cent,  it  overleaped  all  bounds,  exceeded 
all  previous  figures. 

"One  more  proof:  With  the  tariff  still  at 
-tri  per  cent  high  water  mark  in  English 
imports  Avas  reached,  the  tide  turned,  and 
then  ran  down  to  nothing.  Doesn't  that 
show  that  it  cut  no  figure? 

"If  you  want  still  more  proof,  if  I  must 
pile  Pelion  on  Ossa,  here  are  two  more  in- 
stances: The  first  shows  that  the  tariff— 
whether  of  35  or  45  or  any  other  per  cent- 
was  not  absolutely  necessary  for  the  pres- 
ervation of  our  cycle  industi-y.  The  second 
demonstrates   that   even  the   tariff  did   not 

(Contiiiued  on  page  loi.) 


H 


THE  BICYCLING  WORLL 


Mr.  Jobber 


and 


Mr.  Dealer 

OUR  ELEGANT  LINE  OF 
BICYCLES    FOR    1902   IS 

NOW  READY 


Prices  Lower  Than  Ever 
Quality  "  Second  to  None  " 


With  our  new  factory  covering  an 
acre  of  ground  and  our  improved  facil= 
ities  we  can  meet  all  demands  and 
are  the  largest  independent  manufac= 
turers  in  the  west. 


Jobbing 
Wheels 

Our 
Specialty 


ARNOLD,  SCHWINN  &  CO. 

WORLD  CYCLES. 

945  to  947  North  43rd  Ave  ,     CHICAGO,   ILL. 


:^ 


THE  MEDAL. 


RECEIVED  HIGHEST  AWARD. 


Universal  Coaster  Brake  Company  of  Buffalo  Gets  High- 
est  Medal  at  the  Pan-American. 


Because  of  the  simplicity  of  its  construction  and  its  superiority  over  other  brakes, 
the  jury  of  awards  found  that  the  Universal  brake  had  fewest  parts  and  most  perfect 
action.  There  is  no  lost  motion,  it  is  dust  and  waterproof,  is  an  automatic  releasing 
brake,  a  tight  pedal  and  a  free  wheel,  absolutely  free  rear  wheel  either  way,  and 
there  is  perfect  control  of  the  wheel  at  all  times  The  appearance  hardly  indicates 
the  presence  of  a  brake.    The  brake  adds  but  one  pound  to  the  weight  of  the  wheel. 


THE  MEDAL  WINNER.. 

This  medal  has  been  awarded  to  the  Universal  Coaster  Brake  Company  of  Buf- 
falo All  of  the  meri  s  mentioned  were  recognized  by  the  jury  of  awards.  The 
brakes  have  been  indorsed  and  used  by  some  of  the  most  extensive  manufacturers 
during  the  last  season. 

The  Universal  Coaster  Brake  Company  has  been  known  only  for  the  last  season. 
Its  sales  liave  been  very  large,  and  it  is  now  at  the  head  of  all  manufacturers  of 
coaster  brakes.  The  Universal  Coaster  Brake  Company  is  making  large  contracts 
with  the  export  traHe. 

The  officers  and  directors  of  the  company  are;  The  Hon.  James  A.  Roberts, 
president ;  H  enry  W.  Box,  Charles  A.  Sweet,  president  of  the  Third  National  Bank, 
John  C.  Conway,  treasurer;  C.  S.  DuMont,  vice  president,  and  W.  S.  Gubelman, 
secretary.— Buffalo  (N.  Y.)  Express. 


THE  BiCYCLlNG  WORLD 


97 


What  nakes  "Life"? 

Two  bicycles  may  be  turned  out  of  an 
assembling  room  apparently  as  like  as  two 
peas  in  a  pod,  and  yet  give  entirely  different 
results. 

One  may  be  full  of  "life,"  that  elusive, 
earnestly  desired  quality  that  all  riders  look 
for;  the  other  lacking  in  some  little  thing 
that  goes  to  make  the  difference  between  an 
easy  and  a  hard  running  cycle.  But  in  either 
case  it  is  impossible  to  tell  what  makes  the 
difference,  to  ascertain  what  quality  is  miss- 
ing in  one  of  the  machines,  sufficing  to  write 
it  down  a  failure.  No  investigation,  no 
speculation  will  avail  to  locate  the  defect. 

This  difference  in  machines  is  by  no  means 
as  great  as  it  was  in  the  early  days.  The 
improvement  that  has  taken  place  has 
brought  the  great  bulk  of  the  bicycles  up  to 
a  high  standard,  just  as  formerly  this  stan- 
dard was  more  difficult  of  attainment. 


Using  Coaster  Bralces. 

Some  one  has  said  that  to  get  the  best  re- 
sults out  of  a  coaster-brake  machine  a  rider 
must  unlearn  the  habit  acquired  while  using 
a  fixed  gear  cycle. 

There  is  undoubtedly  much  truth  in  this, 
but  it  is  not,  as  some  people  think,  an  argu- 
ment against  coaster-brakes.  The  unlearn- 
ing is  a  very  easy  matter.  A  rider  of  ordi- 
nary adaptability  needs  only  a  score  or  so  of 
miles  on  a  coaster-brake  machine  to  get  the 
hang   of   it.     He   will   soon   learn   to   know 


when  he  is  pedalling  unevenly,  and  correct 
liis  error,  while  the  instinctive  baclv-pedal- 
ling  that  he  attempts  to  do,  after  the  old 
style,  is  continued,  with  the  difference  that 
the  back-pedalling  brake  is  brought  into  play. 
In  fact,  this  back-pedalling  instinct  is  one 
of  the  best  things  that  could  be  ingrained  in 
the  rider.  It  accomplishes  the  same  end  in 
both  the  fixed  gear  and  the  coaster-brake 
machine,  the  only  difference  being  that  the 
foot  has  to  travel  a  little  further  before  the 
brake  takes  hold  than  would  be  the  case  if 
the  machine  were  a  fixed  gear  one. 


To  Soften  Cast  Iron. 

Heat  to  a  cherry  red,  having  it  lie  level 
in  the  fire.  Then  with  tongs,  put  on  a  piece 
of  brimstone,  a  little  less  in  size  than  the 
hole  is  to  be.  This  softens  the  iron  entirely 
through.  Let  it  lie  in  the  fire  until  slightly 
cooled,  when  it  is  ready  to  drill. 


Abusing  the  King's  English. 

London  Cycling  is  authority  for  the  state- 
ment that,  "free  wheeling"  having  been 
found  too  cumbersome,  English  cyclists  now 
talk  of  "freeling"  a  hill.  Why  "coasting" 
does  not  serve  the  purpose  is  not  explained. 


To  Lessen  Friction  in  Machinery. 

Grind  together  black  lead  with  four  times 
its  weight  of  tallow.  Camphor  is  sometimes 
used,  seven  pounds  to  the  hundred  weight. 


Humber  Plumps  for  5pring  Frames. 

For  1902  Humber  &  Co.  are  bringing  out 
two  patterns  of  spring  frames.  One  of  these 
deals  only  with  the  front  forks,  which  are 
of  the  duplex  tube  variety,  the  four  tubes  of 
the  fork  sides  being  fitted  with  telescoping 
tubes  or  pins,  fitted  J-igidly  into  the  upper 
crown  plate,  a  central  column  tube  also  tele- 
scoping into  the  steering  socket.  The  whole 
device  is  very  neat,  and  all  wear  is  taken 
up  by  specially  arranged  adjustable  collars. 
Another  spring  frame  consists  of  a  pivotally 
dttached  back  fork,  with  telescoping  back 
stays  controlled  by  springs,  the  front  forks 
being  provided  at  their  ends  with  pivoted 
levers,  on  the  ends  of  which  the  wheel  axle 
is  secured,  the  rearward  ends  of  the  levers 
being  provided  with  tension  springs  to  ab- 
sorb the  shocks.  Other  improvements  con- 
sist of  using  %-inch  chains. 

The  new  patterns  range  from  feather- 
weight racers  with  26-inch  wheels  and  weigh- 
ing 22  pounds,  up  to  full  roadsters,  equipped 
with  every  requisite  of  free  wheel,  back 
pedalling  and  hand  controlled  brakes.  The 
crowns  also  have  been  altered,  neat  flush 
crowns  made  out  of  the  solid  forging  being 
fitted  to  some  models. 


Tempering  Liquid. 

Saltpetre,  sal  ammoniac  and  alum,  of  each 
two  ounces,  salt  one  and  one-half  pounds, 
soft  water  three  gallons.  Never  heat  over 
cherry  red;  draw  no  temper. 


Star 


Record      Bridgeport 


PEDALS 


PEDAL5 


1902  Models 
Now  Ready. 

SEND   FOR  QUOTATIONS. 


The  Bridgeport  Qun  Implement  Company, 

313-317  Broadway,  New  York. 


n 


THE  BICYCLING  WORLD 


CINCH  Coaster  Brake 


Perfect  Operation. 

Simplest  Mechanism. 

Finest  Appearance. 

Noiseless  Brake. 


Absolutely  Free  Coaster. 

Ground  Bearings. 

No  Slipping  on  Drive 
or  Brake. 

Brake  Does  Not  Stick 
or  Set. 


1902   MODEL. 

RUNS  A  SEASON  WITHOUT  OILING. 


If  you  want  Quality  and  Durability  you  want  a  Cinch. 


RIGGS=SPENCER  COMPANY, 

Manufacturers, 
ROCHESTER,  N.  Y.,  U.  S.  A. 


C.  J.  IVEN  &  CO., 

Exclusive  Selling  Agents  for  United  States  and  Canada, 
ROCHESTER,  N.  Y, 


THE  BICYCLE  FITTINGS 


MADE  BY 

THE  H.  A.  MATTHEWS  MFG.  CO.,  SEYMOUR,  CONN.,  U.  S.  A., 

are  pronounced  by  all  who  have  used  them  to  be  the  most 
accurate  ever  manufactured. 


OUR  CUPS 

are  hardened  by  a  special  process,   and  the  hardening  is 

perfect. 


We  make 

STAMPED  CONES 

(patented)    the   best   in    the   world. 


Estimates  from   Drawings  or  Blue   Prints  furnished. 


FLUSH  HEAD  SET  AND  HEAD,  1  1-8  BRANCHES. 


Give  us  a  trial  when  you  need  any 

SHEET  STEEL  STAMPINGS. 

Send  for  Catalog  and  Price  Lists. 


THE  BICYCUNG  WORLD 


99 


I 


The  Week's  Patents. 

684.786.  Sprocket  Wheel  and  Chain.  James 
J.  Breach,  Boston,  Mass.  Original  applica- 
tscn  filed  July  14,  1900.  Serial  No.  23,599. 
Divided  and  this  application  filed  Oct.  18, 
1900.    Serial  No.  33,482.    (No  model.) 

Claim.— 1.  The  combination  with  a  sprocket 
wheel,  of  a  chain,  a  tension  and  take-up  de- 
vice carried  by  said  chain  for  causing  the 
length  of  the  chain  to  correspond  to  the 
length  of  the  path  to  be  traversed,  said 
sprocket  wheel  and  chain  being  provided 
with  engaging  portions  constructed  and  ar- 
ranged to  iutermesh  regardless  of  variations 
in  the  pitch  of  the  chain,  substantially  as 
described. 

684.787.  Motocycle.  ^^'illiam  Buckley. 
Sheffield,  England.  Filed  Jan.  26,  1901. 
Serial  No.  44.883.     (No  model.) 

Claim.— 1.  In  a  motor  driven  wheel  the 
combination  of  an  axle  support  a  revoluble 
member  at  the  axis  a  dished  dislv  connect- 
ing said  revoluble  member  with  the  rim  and 
a  bracket  on  the  axle  support  carrying  a 
motor  within  the  wheel  substantially  as  and 
for  the  purpose  described. 

684,821.  Bicycle.  Louis  T.  Hood.  Catletts- 
burg,  Ky.  Filed  Oct.  12,  1899.  Serial  No. 
733,453.     (No  model.) 

Claim. — A  bicycle  comprising  a  frame,  a 
fork  pivoted  therein,  and  having  a  vertical 
extension,  said  extension  projecting  above 
the  fraaie,  a  wheel  mounted  between  the 
forks,  a  ■v^■heel  mounted  in  the  frame,  a 
sprocket  wheel  upon  the  last  named  wheel,  a 
crank  axle  .iournalled  transversely  of  the 
frame,  a  sprocket  wheel  mounted  upon  each 
end  of  the  crank  axle,  cranks  mounted  exte- 
riorly of  the  sprocket  wheels,  an  upright  bar 
clamped  upon  and  connecting  the  top  and 
bottom  bars  of  the  frame,  a  second  crank 
axle  .iournalled  upon  the  upright  bar.  a 
spi'ocket  wheel  upon  tlie  second  named  crank 
axle,  cranks  mounted  upon  the  ends  of  the 
second  named  crank  axle,  handles  upon  the 
cranks,  a  chain  connecting  the  sprocket  of 
the  second  named  crank  axle  with  the 
sprocket  of  the  first  named  crank  axle,  a 
second  chaiu  connecting  the  other  sprockets 
of  the  first  named  crank  axle  with  the 
sprocket  of  the  rear  wheel,  a  seat  post 
pivotally  mounted  in  the  frame,  a  sprocket 
wheel  mounted  upon  the  seat  post,  a  sprocket 
wheel  mounted  upon  the  vertical  extension 
of  the  front  fork,  above  the  frame,  and  a 
chain  connecting  the  sprocket  wheels  of  the 
vertical  extension  of  the  front  fork  and  seat 
post,  whereby  the  bicycle  may  be  steered  by 
a  rotary  movement  of  the  body  of  the  rider, 
with  the  seat  post  as  a  pivot. 

684,882.  Bicycle.  John  Taylor,  Newtown, 
near  Hamilton,  New  South  Wales.  Filed 
Dec.  8,  1900.    Serial  No.  39,189.    (No  model.) 

Claim.— 1.  In  a  bicycle,  the  combination 
with  the  chain  and  driven  sprocket,  of  a 
mutilated  driving  sprocket,  drive  cranks  set 
at  substantially  right  angles  to  the  toothed 
portion  of  the  sprocket,  and  a  supplemental 
oj-  auxiliary  wheel  forming  a  guide  for  the 
chain,  substantially  as  described. 

684,939.  Driving  Gear  for  Cycles.  Rudolph 
Koach,  Budapest,  Austria-Hungary.  Filed 
Nov.  20,  1900.    Serial  No.  37,188.    (No  model.) 

Claim.— In  combination  with  the  crank 
nxle,  a  crank  thereon  having  an  opening,  a 
ling  screwed  in  said  opening,  a  clutch  disk, 
ball  bearings  between  the  ring  and  the  clutch 
disk,  said  clutch  disk  being  arranged  within 
the  crank,  a  connection  between  the  crank 
and  the  clutch  disk,  and  a  screw  passing 
through  the  crank  and  exerting  pressure  cen- 
trally upon  the  end  of  the  crank  shaft,  sub- 
stantially as  described. 

684,941.   Saddle  for  Motocycles,  Etc.   Louis 


Lallement,  Paris,  France.  Filed  July  16, 
1900.     Serial  No.  23,731.     (No  model.) 

Claim.— 1.  A  seat  of  the  character  speci- 
fied which  comprises  a  central  supporting 
strip  pivoted  at  both  ends  and  a  plurality  of 
strips  each  of  which  is  connected  at  one  end 
to  the  central  supporting  strip  and  is  pivoted 
at  its  opposite  end. 

2.  A  cushion  seat  which  comprises  a  base 
or  frame  provided  with  bearings  or  supports, 
a  curved  rod  or  pivot  carried  by  said  bear- 
ings, and  springs  the  ends  of  which  are 
formed  with  eyes  pivotally  mounted  on  said 
rod  between  the  bearings,  the  other  ends  of 
the  springs  being  connected  with  each  other. 

684,961.  Bicycle  Rest.  Christian  L.  Vou- 
derahe,  Portland,  Ore.  Filed  Feb.  25,  1901. 
Serial  No.  48,834.    (No  model.) 

Claim. — 1.  The  combination  of  an  exten- 
sible foot  pivotally  attached  to  the  bicycle 
frame,  the  extensible  portion  of  such  foot 
being  adapted  to  be  locked  in  place  when 
extended;  an  arm  hingedly  attached  to  the 
bicycle  frame,  the  hinge  pin  or  rod  of  such 
arm  turning  with  the  same,  and  having  a 
projecting  poition  adapted  to  operate  as  a 
brake;  means  pivotally  connecting  the  free 
end  of  said  arm  with  the  extensible  foot,  and 
a  spring  adapted  to  engage  such  arm  and 
normally  hold  the  same  in  uplifted  position, 
substantially  as  described. 

084,997.  Spring  Hub.  Robert  A.  Mathe- 
son.  Grand  Rapids,  Mich.  Filed  Dec.  26, 
1900.     Serial  No.  41,179.     (No  model.) 

Claim. — 1.  The  combination  of  heads  ec- 
centrically journalled  on  a  fixed  axis,  a  spring 
attached  thereto  at  one  end,  and  to  a  fixed 
support  at  the  other  end,  and  a  hub  rotative 
ou  the  heads,  substantially  as  described. 

2.  The  combination  of  an  angularly  ad- 
justable sleeve,  heads  having  eccentric  bear- 
ings on  the  sleeve,  a  spring  connected  to  the 
sleeve  and  heads,  and  a  hub  rotative  on  the 
heads,  substantially  as  described. 

685,002.  Pneumatic  Tire  for  Vehicles. 
Isaac  S.  McGiehau,  New  York,  N.  Y.  Filed 
April  13,  1901.  Serial  No.  55,601.   (No  model.) 

Claim.— 1.  In  the  manufacture  of  pneu- 
matic tires  the  introduction  of  a  fabric  hav- 
ing a  third  or  staj-  thread  interwoven  diag- 
onal to  the  selvage  edges  of  said  fabric,  so 
that  when  the  fabric  is  cut  on  the  bias  the 
diagonally  woven  thread  will  be  at  right 
angles  to  the  line  of  cut,  whereby  lateral 
tubular  strain  of  the  tire  by  distention  will 
be  prevented. 

685,062.  Bicycle  Support.  Hugh  W.  Robb, 
(xolden,  and  John  T.  Lund,  Denver,  Col. 
Filed  Feb.  14,  1901.  Serial  No.  47,333.  (No 
model.) 

Claim. — 1.  The  combination  with  the  frame 
of  a  bicycle  or  the  like,  of  a  supporting  leg 
pivotally  connected  thereto  and  movable  in 
a  plane  transverse  to  said  frame  having  its 
inner  end  curved  and  provided  with  teeth  to 
produce  a  segmental  gear,  and  a  rack  bar 
also  supported  upon  said  frame  and  imder 
the  control  of  the  operator,  said  rack  engag- 
ing said  gear  and  capable  of  reciprocation  in 
the  plane  in  which  the  leg  moves;  substan- 
tially as  described. 

085,077.  Elastic  Tire.  William  F.  Will- 
iams, London,  England.  Filed  May  13,  1901. 
Serial  No.  59,987.    (No  model.) 

Claim. — 1.  An  elastic  tire  having  imbedded 
in  its  thickness  cords  or  strands  knotted  at 
frequent  intervals  and  encircling  the  tire  in 
the  circumferential  direction  of  the  wheel, 
there  being  one  or  several  superposed  layers 
or  circles  of  such  knotted  cords,  so  as  to  re- 
sist the  stretching  of  the  tire  under  circum- 
ferential driving  strains,  as  desci'ibed. 

685,086.  Cycle  Propelling  Mechanism. 
George    B.    H.    Austin,    Malvern,     Victoria. 


Filed  April  18,  1901.  Serial  No.  56,463.  (No 
model.) 

Claim. — 1.  In  a  cycle  propelling  mechan- 
ism, a  tube,  a  saddle  carrying  plunger  slid- 
jible  in  said  tube  and  having  a  projection,  a 
spring  co-operative  with  said  plunger,  a  bell 
cranlv  lever  having  a  slot  to  receive  said 
projection,  a  driving  axle,  a  clutch  operative 
with  the  axle,  an  arm  for  actuating  one  of 
the  members  of  the  clutch,  said  arm  having 
a  slot,  and  a  projection  on  said  angle  lever  to 
enter  said  slot. 

685,150.  Cyclometer.  James  A.  Keyes, 
New  York,  N.  Y.  Filed  Feb.  26,  1900.  Serial 
No.  6,462.     (No  model.) 

Claim.— 1.  In  a  vehicle,  the  combination  of 
a  wheel  thereof,  a  cam  upon  the  hub  of  the 
wheel,  a  cyclometer  mounted  in  fixed  rela- 
tion to  the  wheel,  and  a  cyclometer  actuat- 
ing yoke  partially  encircling  the  hub  in  line 
with  the  cam  and  engaging  said  cam  with 
its  inner  sides  only  and  having  a  limited 
movement  in  oscillation  whereby  said  yoke 
is  oscillated  by  the  cam  in  either  direction 
of  rotation  of  the  hub. 

685,174.  Wheel  for  Road  Vehicles.  Charles 
Renard,  Paris,  France.  Filed  March  5,  1901. 
Serial  No.  49,761.     (No  model.) 

Claim.— 1.  An  improved  wheel  felly,  pro- 
vided with  a  detachable  rim  for  wheels  of 
vehicles  having  pneumatic  tires,  character- 
ized by  the  arrangement  of  annular  channels 
formed  in  any  number  in  the  felly  and  in  the 
rim  at  the  bearing  points,  such  channels  be- 
ing kept  in  relation  by  means  of  wires,  so 
that  the  parts  can  only  be  separated  after 
tiie  removal  of  the  wires. 

685,163.  Mud  Guard  for  Bicycles.  Spen- 
cer Miller,  Rochester,  N.  Y.  Filed  May  9, 
1901.    Serial  No.  59,409.     (No  model.) 

Claim.— 1.  A  mud  guard  for  bicycles,  com- 
prising a  pair  of  arms,  and  two  bracket 
plates,  to  about  the  centre  of  which  the 
arms  are  pivoted,  each  plate  being  provided 
with  an  opening  to  receive  an  axle  and  at  the 
edge  opposite  the  opening  with  two  space 
projections,  Avhich  serve  as  stops  to  limit  the 
swinging  moA^ement  of  said  arms  and  hold 
them  in  the  two  positions  into  which  they 
are  adapted  to  be  swung. 


The  Retail  Record. 

Baldwinsville,  N.  Y.— Charles  Miller  was 
burned  out. 

Barnesville,  Ohio. — Jones  &  O'Donnell, 
dissolved. 

Gardner,  Mass.— Adams  &  Hartwell  closed 
for  the  winter. 

Paris,  Me.— C.  L.  Cummings  has  opened  a 
repair  shop. 

Chicago,  111.— Egan  &  Co.,  861  Milwaukee 
avenue,  fire  loss  5!.500. 

Paterson,  N.  J.— E.  A.  BroAvu,  403  Main 
street,  closed  for  the  winter. 

Ilion,  N.  Y. — William  Neill  has  purchased 
the  business  of  P.  S.  Stubblebein. 

Schenectady,  N.  Y.— G.  N.  Rogers,  112 
Clinton  street,  opened  repair  shop. 

Dubuque,  Iowa. — Miinsell  &  Miner  haye 
removed  to  a  new  location  on  Main  street. 

Davenport,  Iowa. — W.  J.  Pugh  and  George 
Bofinger,  318  West  Third  street,  opened  re- 
pair shop. 

Flint.  Mich. — Foss  &  Springer  have  pur- 
chased a  half  interest  in  the  business  of  A. 
D.  Caldwell. 

Lowell,  Mass.— H.  C.  Stafford,  .33  Shattuck 
street,  has  disappeared,  leaving,  it  is  said, 
many  debts  behind. 

Ottawa,  111.— A.  H.  Moore  has  purchased 
from  George  Serviss  the  business  of  the  Ot- 
tawa Cycle  Company. 


100 


THE  BICYCUNG  WORLD 


"Have  a  Look; 
It  Costs  You  Nothing." 

1902 

YALES 

NOW  READY. 

Cushion  Frame  Chainless  —  Racer 
Pace-Follower. 


TRAVELERS  ON  THE  ROAD. 


The  $35  Yale  is  the  "Best  Ever." 


THE  KIRK  MFG.  CO.,       -      TOLEDO,  OHIO 


SUICIDE!     SUICIDE!     SUICIDE! 


The  Manufacturer  or  Jobber  who  BINDS  himself 
by  CONTRACT  to  oppose  improvements  in  Coaster 
Brakes  simply  commits  commercial  SUICIDE. 


a 


THE    FORSYTH 


99 


is  a  WINNER  and  THE  RIDER  is  bound  to  "HAVE 
A  LOOK"  when  IT'S  ALL  OFF  with  the  other 
make.  


No  Friction.    Spins  Like  a  Top.    Thoroughly  Adjustable. 
INVESTIGATE. 


FORSYTH  MFG.  CO., 


BUFFALO,  N.  Y. 


1902 

SNELL  BICYCLES. 


NEW  MODELS. 


TRAVELERS  STARTING  OUT. 


WAn  FOR  THEM. 


1902 

HUSSEY  BARS. 


NEW  HUSSEYS. 


THE  SNELL  CYCLE  FITTINGS  CO. 

TOLEDO,  OHIO. 


IHHHH 

"  Tlie  Sphinx  of  the  Twentieth  Century." 

ASIA  AND 

THE  CHINESE  EMPIRE. 

Comparatively  few  people  are  familiar 
with  the  Chinese  Empire  as  it  exists  to- 
day.    In  view  of  the  constantly  growing 
Oriental  commerce  of  the  United  States 
everyone    should    become   familiar  with 
the  Chinese  Empire.     The 

NEW  YORK  CF.NTRAL'S 

"Four-Track  Series"  No.  28  gives  valu- 
able statistics  and  information  regarding 
the    Flowery  Kingdom,   and   contains  a 
new  and  accurate  map  in  colors. 

. 

A  copy  of  No.  28.  "A  New  Map  of  Asia  and  the 
Chinese  Empire,"  sent  free,  postpaid,  on  receipt  of 
five  cents  in  stamps  by  George  H.  Daniels,  Gener- 
al Passenger  Agent.  New  York  Central  Railroad, 
Grand  Central  Station,  New  York. 

IP^^^^^ 

THE  BICYCUNG  WORLD 


JOJ 


(Continued  from  page  95.) 

prevent  English  machines  from  competing  in 
price  with  and  beating  the  American  article: 

"In  1889,  when  the  first  indication  of  the 
competition  of  English  safeties  was  hegin- 
Ding  to  be  felt  here,  the  Overman  Co.,  act- 
ing indirectly,  imported  a  lot  of  English 
safeties  of  the  best  grades— the  Rover  being 
one  of  them— and  had  them  sold  at  retail  at 
$10  and  $15  less  than  the  then  standard  price 
of  American  safeties— that  is  to  say,  $115  or 
$120,  as  against  $135.  This  I  know  to  be  a 
fact,  for  my  partner  bonght  and  sold  such 
machines  in  Philadelphia;  the  object  was,  of 
course,  to  show  that  these  English  machines, 
for  which  more  money  was  demanded  than 
for  American  wheels,  were  really  worth  less 
and  could  be  sold  for  less.  And  this  was 
done,  notwithstanding  the  tariff. 

"As  long  as  we  regarded  the  English  ma- 
chines superior  to  ours,  neither  considera- 
tions of  patriotism  nor  cost  restrained  us 
from  buying  them;  conversely,  when  this 
superiority  ceased  to  exist  the  purchase  of 
English  wheels  dropped  off  or  ceased  en- 
tirely. Neither  change  of  tariff  nor  of  price 
had  anything  to  do  with  this;  it  could  not 
have  done  so,  for  there  was  no  change  of 
either. 

"Nor  will  it  do  to  assert  that  the  disap- 
pearance of  the  English  machine  was  due  to 
the  reduction  of  American  list  prices. 

"These  reductions  did  not  begin  until  1894. 
and  by  that  time  the  English  bicycle  was  as 
dead  as  a  doornail.  In  1893  I  sold  four  times 
as  many  American  machines  at  $150  as  Eng- 
lish ones  at  $150  to  $160;  although  the  year 
before,  with  exactly  the  same  prices,  the 
sales  went  just  tlie  other  way.  I  can  even 
go  further  in  making  this  point:  In  1894 
and  1895,  when  our  prices\  dropped,  the  few 
English  concerns  left— and  they  were  very 
few — cut  also;  and,  this  failing  to  stem  the 
current,  they  started  to  make  the  English 
models  in  this  country  and  to  sell  them  at 
the  same  price  as  other  American  machines. 
But  this,  too,  failed. 


RACING 


Bicycle  Idea  in  Balloons. 

In  his  efforts  to  perfect  his  dirigible  bal- 
loon, Santos  Dumos  made  great  use  of  the 
motocycle  idea.  He  used  a  tricycle  motor 
and  frame;  chains,  sprockets,  cranks  and 
pedals  being  employed  to  start  the  motor 
exactly  as  in  the  case  of  the  bicycle  and 
ti-icycle;  he  used  a  bicycle  saddle  as  his  seat 
and  controlled  the  rudder  by  means  of 
handlebars.  He  even  used  bicycle  wheels 
to  move  the  balloon  when  on  the  ground. 
In  his  latest  creation  he  seats  himself  in  a 
baslvct  and  controls  iliotor  and  rudder  with 
strings  and  wires,  but  admits  that  he  is  en- 
deavoring to  evolve  a  device  based  on  the 
bicycle  idea,  which  he  believes  is  best  for 
the  purpose. 


Kramer  and  Champion  divided  honors  at 
Vailsburg  October  28.  Kramer  made  his 
first  appearance  as  a  pace  follower,  and 
scored  a  rather  hollow  victory  over  Monroe 
in  two  straight  heats  of  a  match  series. 

Champion's  honor  was  a  mile  on  his  motor 
bicycle  in  1:12  2-5,  a  record,  of  course,  and 
a  phenomenal  performance  as  well. 

The  first  heat  between  Kramer  and  Mun- 
roe  was  a  mile,  with  Kramer  on  the  pole. 
They  came  down  to  the  tape  on  even  terms, 
but  Kramer  immediately  went  to  the  front. 
He  opened  up  a  gap  of  five  lengths  in  the 
first  two  laps,  but  coming  around  for  the 
third  time  Munroe  closed  up.  They  fought 
every  inch  of  the  last  lap,  but  Munroe  was 
unable    to    get    to    the    front,    and    Kramer 


Morgan  j^WRiGHiTiRES 

ARE  GOOD  TIRES 


New  York  Branch:    214-216  West  47th  Street. 


To  Soften  Steel. 

Cover  with  clay,  heat  to  a  cherry  red  m  a 
charcoal  fire,  and  let  cool  over  night  in  the 
fire. 


crossed  the  tape  a  winner  by  two  open 
lengths.    Time,  1:33. 

In  the  second  heat,  at  five  miles,  Munroe 
had  a  slight  advantage  when  the  word  was 
given,  but  Kramer  was  in  the  lead  when 
the  first  lap  was  completed.  On  the  second 
turn  of  the  track  Munroe  went  to  the  front 
and  Champion,  who  acted  as  pacemaker  for 
K]-amer,  swung  in  behind.  The  positions 
remained  unchanged  to  the  eighteenth  lap, 
when  Kramer  shouted  for  faster  pace. 
Champion  let  out  a  notch,  and  Munroe's  lead 
was  gradually  cut  .down.  Coming  into  the 
stretch  for  the  last  time,  Kramer  went  by 
Munroe,  and  the  latter  set  up,  allowing 
Kramer  to  finish  the  race  alone.  Munroe 
complained  of  Newkirk,  his  pacemaker,  but 
it  was  evident  that  his  heart  was  at  fault. 
Although  Kramer  had  him  beaten  when 
Munroe  quit,  the  latter  should  have  finished 
the  contest.     Time,  8:11. 

It  took  three  heats  to  decide  the  one  mile 
match  race  between  H.  B.  Freeman  and 
Floyd  Krebs.  Freeman  won  the  first  and 
Krebs  the  other  two.  Time,  2:44 1-5,  2:30 
and  2:54 1-5. 


According  to  press  reports,  plans  for  a 
permanent  structure  to  be  devoted  to  indoor 
bicycle  racing  at  Saratoga  Springs  have  been 
announced  by  a  syndicate  of  promoters  of 
professional  cycle  racing,  headed  by  W.  A. 
Elkes.  The  intended  building  is  to  be  styled 
the  Saratoga  Palace  of  Sports.  It  is  to  have 
a  seating  capacity  of  20,000,  the  seats  to  be 
arranged  on  the  plan  of  a  circus  amphithe- 
atre, around  a  track  that  will  be  six  laps  to 
the  mile.  The  Palace,  of  course,  is  still 
locked  in  the  recesses  of  Mr.  Elkes's  "think 
tank."  If  it  ever  gets  any  further  time 
alone  will  tell. 


Michael  beat  Bonhours  in  au  hour's  con- 
test at  the  veledrome  track  in  the  Pare  des 
Princes,  Paris,  on  Sunday  last,  establishing 
a  new  world's  record  for  ten,  twenty  and 
thirty  miles,  for  one  kilometre  and  from  six 
to  twenty  kilometres.  He  also  broke  the 
records  for  thirty  and  forty  kilometres  and 
from  fifty  to  fifty-three  kilometres.  Bon- 
hours abandoned  the  contest  after  the  thirty- 
eighth  kilometre.  Motor  pacers  were  used. 
Fifteen  thousand  persons  witnessed  the  per- 
formance. 


Carl  G.  Fisher,  the  Indianapolis  Hoosier, 
and  his  motor  bicj-cle  continue  to  open  the 
eyes  of  the  Texans.  At  Dallas  he  made  their 
hair  curl  by  the  manner  in  which  he  dis- 
posed of  a  relay  of  three  running  horses. 
He  started  even  with  the  first  one,  allowed 
the  second  a  sixteenth  of  a  mile  and  the 
third  an  eighth  of  a  mile,  and  beat  out  each 
in  turn,  doing  his  miles  in  1:50,  1:56  and  1:45, 
respectively. 

Turpins    Awheel. 

In  this  matter  of  fact  twentieth  century 
there  is  small  room  for  romance.  The  mod- 
ern Dick  Turpins  no  longer  bestride  Black 
Besses  when  on  their  marauding  expedi- 
tions. They  have  recourse  to  something  in- 
finitely inore  prosaic,  but  none  the  less  prac- 
tical. At  Rochester,  N.  Y.,  last  week  five 
highwaymen,  who,  under  the  leadership  of 
the  notorious  "Jaclc"  Wagner,  have  terror- 
455ed  the  inhabitants  of  Monroe  and  Genesee 
counties  during  the  past  month,  were  cap- 
tured at  Batavia.  Wagner  and  his  band  of 
outlaws  are  all  young  men,  and  instead  of 
being  mounted  on  horses  they  rode  bicycles. 

Being  expert  wheelmen,  it  was  a  compara- 
tively easy  task  to  liold  up  a  farmer,  and 
after  going  through  iiis  pockets  and  taking 
everything  of  value,  jnit  ten  or  twelve  miles 
between  them  and  their  victim  within  an 
hour. 


Decreases  Liability  to  Fracture. 

One  method  of  case  hardening  small  parts 
is  thus  described:  The  process  consists  in 
heating  the  articles,  surroimded  by  bone 
charcoal,  in  a  crucible  up  to  about  1,000 
Centigrade.  After  being  left  in  the  crucible 
for  seven  hours  the  parts  are  taken  out  and 
thrown  into  cold  water.  This  causes  the 
metal  to  assume  a  crystalline  structure. 
After  the  chilling  the  pieces  are  heated  to  a 
bright  red,  verging  on  orange,  and  then 
chilled  a  second  time.  By  this  means  the 
grain  is  converted  from  crystalline  into  fine 
grain,  and  the  resistance  to  fracture  of  the 
metal  increased  to  something  like  tec  times 
What  it  wa»  bvXorfr. 


J  02 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 


(light  weioht  racing  model.) 

ALSO  REGULAR  ROAD  HUBS. 
I  Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price. 


I.  A.  WE5TON  CO.,    Syracuse,  N,  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHOE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  rSS.'Ir  chain 


^^^ 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  prictlonless 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

sprockets. 

Send  for  Catalogrue  and 
Trade  Price  to 

Morse  Chain  Co.,  irumansburg:,  n.  y. 


THE  BICYCUNG  WORLD 

WANTS  AND  FOR  SALE. 

15  cents  per  line  of  seven  words,  cash  with  order, 

^Representation    in    Europe.  —  An 

American,  aged  35,  who  for  five  years  was  a 
traveling  salesman  in  Europe  for  a  large  American 
cycle  manufacturer,  and  who  is  thoroughly  familiar 
with  the  trade  there^  speaking  German,  French  and 
Swedish,  wishes  to  make  arrangements  with  a  reli- 
able house  manufacturing  motor  cycles  or  auto- 
mobiles to  travel  for  or  represent  them  in  Europe. 
First-class  references  as  to  character  and  ability  on 
both  sides  of  the  Atlantic.  Address  Otto  F.  Mack, 
Boblingerstrasse  55,  Stuttgart,  Germany. 

Measuring  Energy  as  Well  as  Distance. 

It  does  not  do  to  hold  the  Chinese  too 
cheaply.  A  system  of  measuring  roads  which 
they  are  said  to  use  has  a  great  deal  of 
common  sense  hack  of  it.  In  some  respects 
it  is  a  bit  ahead  of  anything  found  in  the 
cyclists'  road  books,  although  the  latter  were 
compiled  with  great  care  and  intended  to 
give  just  such  inforiuation  as  the  Celestials 
are  credited  with  having  hit  upon. 

The  inhabitants  of  that  country  express 
the  distance  between  two  given  points  in 
multiples  of  a  unit  which  takes  into  account 
the  difficulties  to  be  overcome  and  the  energy 
to  be  expended  in  passing  from  one  of  the 
points  to  the  other.  Hence  it  happens  that 
from  the  village  A  to  the  village  B  may  be 
ten  Chinese  miles,  while  from  B  to  A  it  may 
be  only  eight,  the  road  being  up  hill  one 
way  and— very  naturally— down  hill  the 
other. 


j      THE  MAGIC  0^^     , 

1^1    A  COMPLETE  REPAIRTOOLFORALl' 
— ■'^K  SINGLE  TUBE  TIRES.  / 


HAS  A  POINT  ONLY  XfilN. DIAMETER. 
THE  MAQIC  is  as  good  as  ever.    But  prices  are  AiU 
ferent.      Qet  our  new   quotations  for    1902   and    you 
will  be  right  in  it.      You  will  find  it  well  worth  the 
trouble. 

THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEEST.,  CHICAGO,  ILL. 


D.  &  J."  HANGERS 


ABSOLUTELY     THE    BEST 


Single, 

Tandem, 

Triplet, 

Quad  and 


Motor  Cycles, 


Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  tine  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


♦♦♦♦♦♦♦♦♦♦»♦♦♦♦♦♦♦»♦♦♦♦♦»♦»♦♦♦ 

I    ITAND  AND  FOOT  PUMPS,    X 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

i  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
Depots;  »io  Lake  St.,  Chicago.  ^ 

421  Broome  St.,  New  York  ^ 

♦♦♦♦♦♦♦»♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ 


U 


<fi 


PERFECT 


♦» 


(apenep) 


OILER, 


For  High  Grade  Bicycles.  The  best  and  neatest  Oiler  in  the 
jiarket.  DOES  NOT  LEAK.  The  "PERFECT"  is  the 
only  Oiler  that  regulates  the  supply  of  oil  to  a  drop.  It  is  ab- 
solutely unequaled.    Price,  25  cents  each. 

We  make  cheaper  oilers,  also. 

CUSHMAN  &  DENISON,  Mfrs.,  240-242  W.  23d  St.,  NEW  YORK. 


WOLFF- AMERICAN 

BICYCLES. 

STEARNS  BICYCLE  AGENCY,  -  Syracuse,  N.  Y. 


LAMSON-PETERSON 

LUGGAGE  CARRIERS 

The  most 
serviceable  made. 


MEGQUIER  &  JONES  CO.,  Portland,  Ma. 


INDIANA  CHAINS 

EASIEST  RUNNING.     CONSEQUENTLY  BEST. 


EVERY  LINK  IS  RIGHT. 
PRICE  IS  RIGHT. 


Send  26  cents  for  Fob.     $1.80  per  dozen. 

INDIANA  CHAIN  CO.,    Indianapolis,  Ind. 

Bkanubnburg  Bros.  &  Wallace,  Salesmen. 
New  York— Chicago. 


If  You  Desire 
Complete  Motor  Bicycles 

You  cannot  get  a  better  one  than 

THE   MARSH. 

If  You  Desire 
to  Build  Your  Own  Motor  Bicycle 

We  can  supply  everything  which  you  require 
for  the  purpose.      Write  us. 

The  Motor  Cycle  Mfgm  Com,  Brockton,  Massn 


mmm 


■n 


THE  BICYCLING  WORLD 


103 


When  Bells 
are  Mentioned 

nowadays  the  name 
Bevin  suggests  itself  as 
naturally  as  the  name 
Edison  when  electricity 
is  talked  of. 

You  all  know  why. 


Bevin  bells  are  not 
only  the  best  bells,  but 
the  best  advertised,  the 
best  known,  the  best 
sellers. 

"  We  rarely  hear  of 
any  other,"  is  the  way 
one  man  expressed  it. 

The  shrewd  buyer 
appreciates  the  value 
of  such  conditions. 

Are  you  one  of  the 
shrewd  ones } 


Bevin  Bros.  Mfg.  Co. 

EAST  HAMPTON,  MASS. 


BUSINESS  ESTABLISHED    IN  1832 


The  Week's  Exports. 

While  Gi-eat  Britain  ligures  as  the  largest 

purchaser,  the  feature  of  last  week's  exports 

was  the  shipment  to  China.  Its  value,  $2,266, 

is  believed  to  have  been  exceeded  only  by 

the  record  breaking  shipments  of  July  last. 

It  renews  the  hope  that  the  Yellow  Empire 

is  finally  awakening.  Denmark  and  Ger- 
many were  the  only  other  countries  whose 

purchases    exceeded    $1,000.     The    detailed 

record  for  the  week  follows: 

Antwerp— 17  cases  bicycles  and  material, 
$490. 

Amsterdam— 1  case  bicycles,  $12.  • 

Azores— 2  cases  bicycle  material,  $57. 

British  West  Indies— 24  cases  bicycles  and 
material,  $721. 

British  Australia— 4  cases  bicycle  material, 
$77. 

British  East  Indies— 22  cases  bicycles  and 
material,  $622. 

British  Guiana— 6  cases  bicycles  and  mate- 
rial, $281. 

Copenhagen— 51  cases  bicycles,  $1,223;  30 
cases  bicj'^cle  material,  $636. 

China— 49  cases  bicycle  material,  $2,266. 

Cuba— 10  cases  bicycle  material,  $210. 

Dutch  East  Indies— 12  cases  bicycles,  $176. 

Glasgow— 6  cases  bicycles,  $170. 

Genoa— 18  cases  bicycle  material,  $958. 

Havre — 12  cases  bicycles,  $258;  9  cases  bi- 
cycle material,  $215. 

Hamburg— 27  cases  bicycles,  $630;  11  cases 
bicycle  material,  $1,082. 

Liverpool— 32  cases  bicycles,  $830;  14  cases 
bicycle  material,  $1,076. 

Japan — 6  cases  bicycles  and  material,  $50. 

London— 2  cases  bicycles,  $50;  55  cases  bi- 
cycle material,  $3,140. 

Lisbon— 3  cases  bicycle  material,  $118. 

Milan— 3  cases  bicycle  material,  $28. 

Peru — 1  case  bicycle  material,  $43. 

Philippines — 21  cases  bicycles  and  material, 
$362. 

Rotterdam— 6  cases  bicycles,  $135. 

Southampton — 7  cases  bicycle  material,  $526. 


Medicine  for  Sick  Steel. 

To  restore  burnt  steel  and  improve  poor 
steel  this  recipe  is  given  by  one  who  has  used 
it:  Borax,  3  ounces;  Sal  ammoniac,  8  ounces; 
prussiate  of  potash,  3  ounces;  blue  clay,  2 
ounces;  rosin,  1%  pounds;  water,  1  gill;  alco- 
hol, 1  gill.  Put  all  over  a  slow  tire,  let  it 
simmer  until  it  dries  to  a  powder.  Heat  the 
steel  not  above  a  cherry  red,  dip  into  this 
powder  and  afterward  hammer. 


England's  Increase  Continues. 

England's  cycle  export  trade  maintains  the 
increased  strength  which  set  in  in  June  last. 
The  increase  in  September  was  particularly 
large — a   matter  of   $60,000;    in    September, 

1900,  tne   record   was   £31,975;     September, 

1901,  £45,071.       

To  Blue  Steel. 

Ten  pounds  saltpetre,  one  pound  black 
oxide  of  manganese.  Heat  in  a  crucible  to  a 
point  that  will  ignite  pine  sawdust;  stir 
thoroughly.  Suspend  Avork  in  a  wire  basket, 
keeping  basket  in  motion,  until  proper  color 
is  obtained. 


YOU  MAY 

SAFELY  WAGER 

YOUR  LAST  DOLLAR 


That  there  is  not  a   better  saddle  than  the 
Oak  on   the  American   market,  or  on   any 


other  market  for  that  matter. 


.  You  will  find  the  metal  work  as  good  as 
the  leather ;  and  the  leather  is  the  very 
best  that  money  can  purchase. 

With  some  saddles  it  is  a  case  of  "all  in 
the  leather." 

With  us,  it  is  the  saddle  as  a  whole. 
One  part  is  as  good  as  the  other,  and  we 
ourselves  buy  the  raw  material  and  form 
and  finish  each  and  every  part  that  goes 
into  the  saddle. 

Our  guarantee  is  generous;  it  covers 
everything  ;  it  is  insurance  against  stretch- 
ing or  sagging  and  every  other  possible 
shortcoming. 

Our  price  is  in  keeping  with  the  guar- 
antee. We'll  be  pleased  to  quote  you  on 
request. 


NEWARK  CYCLE  SPECIALTY  CO.. 


NEWARK,   N.  J. 


J  04 


THE  BICYCLING  WORLD 


Z^  Zbovnbikc 

Boylston  St.  and  Park  Square, 

On  the  border  of  the  most  famous      ROCTTkNI 
Public  Garden  In  America.  L>v/0  1  vyi"^. 

G  A.  DAMON.  J.  L.  DAMON.  J.  L.  DAMON,  Jr. 


Fast  Trains 

Chicago  &  North-Western  Ry. 


The  Overland  Limited 

California  in  3  days 

The  Colorado  Special 

One  night  to  Denver 

The  Chicago-Portland  Special 

Oregon  and  Washington  in  3  days 

The  North-Western  Limited 

Electric  Lighted— Chicago, 

St.  Paul  and  Minneapolis 

Duluth  and  St.  Paul  Fast  Mail 

Fast  train  to  head  of  lakes 

The  Peninsula  Express 

Fast  time  to  Marquette 

and  Copper  Country 

^O  change  of  cars.     The  best  of  every- 
thing.   Call  on  any  agent  for  tickets 
or  address 


461  B.oadu/ay  •  New  York 
601  Ches't  St. .Philadelphia 
368  Washington  St.,  Boston 
301  Main  St.,  ■  •  Buffalo 
212  Clark  St.,     •     Chicago 


435  Vine  St.,  •  Cincinnati 
507  Smithf'IdSt.,  Pittsburg 
234  Superior  St.,  Cleoeland 
17  Campus  Martius,  Detroit 
2King  St.,East,Toronto,Ont. 


The  Best  Advertising  for   the 
Irish  Trade  is 

THE 
IRISH  CYCLIST 

Specimen  copy  and  advertising  rates  on 
application  to 

R.  J.  MECREDY  &  SON,  Ltd.,  Proprietors, 

49  niddle  Abbey  St.,  DUBLIN. 

All  American  wheelmen  who  desire  to  keep  themselrcs 
yeeted  apon  matten  concerning  the  cycle  in  Europe,  ita  trade, 
■wchuiict,  and  iport,  should  subscribe  to 

THE  CYCLIST 

AND  BICYCLING  AND  TRICYCLING  TRADES  REVIEW. 

Tlie  only  recognized  authority  of  English  trade  and  manufac- 
mre.     Sent  post  free  to  any  part  of  Amenca  for  one  year,  $3.iS- 

Anerican  manufacturers  having  novelties  in  machines  or  sun- 
dries to  introduce  should  advertise  in 


FAUBER 


PERFECTION 
HANGER. 


H 


CVCLIST. 


Term*  on  application  to 

lUPPE  SONS  &  STURMEY,  Ltd., 
19  Hertford  Street,  Coventry,  England. 

Membere  of  th«  Anwricin  Trad*  visiting  England  are  Invited  to 
call  at  THE  CYCUST  Office  it  Coventry,  or  at  3  St.  BHde  Street 
Ludgate  Circus,  London,  E.  C. 


Uneqaled  in  any  of  the  Points  wttlcti  mai(e 

a  PERFECT  Hanger. 

LIGHT,  SIIVIPLE,  DURABLE. 

W.  H.  Faubbr,  Manufacturer,  Chicago,  U.  S.  A. 


Through  Train  and  Car  Service  in 
effect  April  29,  1900. 


TWO  FAST  TRAINS 


"Chicago"  "North  Shore" 

Special  Special 

Via  Lake  Shore.    Via  Mich.  Cen. 


Lv.  Boston 

tO.45  A.M. 

2.00  P.M. 

Due  Albany 

4.10  P.M. 

7.35     " 

"     Syracuse 

7.55       " 

11.40     " 

"     Rochester 

9.40      " 

1.30     " 

"     Buffalo 

11.40      " 

"    Toledo 

5.55  A.M. 

"    Detroit 

8.15     " 

"     Chicago 

11.50      " 

4.00  P.M. 

The  Finest  Pullman  Cars  will  be  run  on  these  trains. 
Tickets  and  accommodations  in  sleeping  cars  for  sale  at  City 
OfiSce,  366  Washington  Street  and  at  South  Station. 

A.  S.  HANSON,  General  Passenger  Agent. 


If  You  are  Interested  in  Automobiles, 

THE  MOTOR  WORLD 

Will  Interest  You. 


It's  readable, 
and  you  can  understand  what  you  read. 

Published  Every  Thursday 
at  123-5  Tribune  Building,  New  York. 

$2  per  Year.  Specimen  Copies  Gratis 

PATENTS  GUARANTEED 

Owe  fee  rettimed  If  w« 
faiL  Particulars  and 
our  book  "  How  to  Se- 
cure a  Patent"  sent  free. 
Patents  secured  through 
us  are  advertised  forsaU 
at  our  expense.  Send 
sketch  and  description 
of  your  Invention  and 
we  will  tell  you  fre* 
whether  or  not  it  is  pat- 
entable. 

CKANDLEE&C'HANDLEE 
Registered  Attorneys. 
|igSfi»59iippiyt4^  906  F  Street,  Northwest, 
^^^acscr^P''^^^         WASHINGTON.  D.  C.  ^ 
Many  have  made  foituses  from  simple  inventioiia 


NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  .pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  NIFQ.  CO., 
Buffalo,  N.  Y. 


.g^^l        «o     ■'mo     ■")■     Of       *t. 


via  Eockford,  Freeport,  Dubuque,  Independenckw 
Waterloo,  Webster  City,  Fort  Dodge,  Kockwell 
City,  Denison  and  Coimcil  Bluffs. 

DOUBLE  DAILY  SBtVXIE 

TO  OMAHA 

Buffet -library -smoking  cars,  sleeping  cars, 
tree  reclining  chair  cars,  dining  cars. 

Tickets  of  agents  of  I.  C.  E.  E.  and  connecting 
toes.  A.  H.  HANSON.  G.  P.  A.,  CHicagOii 

BOSTON  &  MAINE  R.R. 

LOWEST  RATES 
FAST  TRAIN  SERVICt 

BBTWBBK 

Boston  and  Chicago, 

St.  Louis,  St.  Paul, 
Minneapolis 

and  all  points  West,  Northwest,  Southwest. 

Pullman  Parlor  or  Sleeping  Cars  on  all 
Through  trains. 

For  tickets  and  information  apply  at  any 
principal  ticket  office  of  the  company. 


D.  J.  FLANDERS,  Gen'l  Pass.  &  Ticket  AgL 

BOSTON. 


AUTOMOBILES 

WHAT   ARE   THEY   a-d    O 
WHAT  WILL.   THEY   DO      ! 


THE   MOTOR  AGE 

AUTOMOBILE   AUTHORITY  OF  AMERtCA 

=,.0.     „T.r.,rc,r.  ....  324  Dear&orn  Street  CHICiSO 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  which  ii  incotponted  **  The  Wheel  and  Cycling  Trade  Review  "  and  the  "  American  Cyclirt." 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  November  7,  1901. 


No.  6 


MANY  MILLIONS  LESS 


American    Bicycle  Co.    Cuts  its   Capital — 
Round  Figures  no  Longer  Rule. 


At  the  special  meeting  of  the  stocliholders 
of  the  American  Bicycle  Co.,  held  on  Wednes- 
day of  last  week,  $53,003,600  was  nominally 
pared  off  of  the  capital  stock.  The  capital 
of  the  company  now  stands  at  $26,996,400, 
made  up  of  $9,294,000  preferred  stock  and 
$17,701,500  common. 

The  reduction,  however,  was  more  appar- 
ent than  real,  since  but  $30,000,000  of  the 
authorized  capital  of  $80,000,000  had  been 
issued. 

The  vote  to  reduce  the  capital  was,  of 
course,  unanimous. 


Will  not  Retire. 

Printed  reports  that  they  would  retire 
from  the  manufacture  of  bicycles  are  em- 
phatically denied  by  the  Frazer  &  Jones  Co., 
Syracuse,  N.  Y.  In  a  letter  to  the  Bicycling 
World  they  state  that  the  Elfin  juveniles 
will  be  on  the  market  in  1902,  and  add  that 
if  they  ever  decide  to  cease  their  manufact- 
ure they  will  make  the  announcements  in 
proper  fashion. 

The  riotor  Bicycle  Year. 

Prophecies  are  being  freely  made  that  1902 
will  be  known  in  British  cycle  history  as  the 
Motor  Bicycle  Year.  The  number  of  firms 
that  have  brought  out  such  machines  is  con- 
siderable, and  every  confidence  appears  to 
be  felt  that  there  will  be  a  good  demand  for 
them. 

Becomes  a  Corporation. 

The  Connecticut  Rubber  Corporation  of 
Hartford  has  filed  certificates  of  incorpora- 
tion and  organization  in  the  State  Secre- 
tary's ofiice.  The  authorized  capital  stock  is 
$10,000.  John  J.  Ward  and  Frederick  W. 
Starr  are  the  directors  signing  the  certifi- 
cates. 

Sherman  Joins  Hendee  Staff. 

G.  W.  Sherman,  formerly  with  the  E.  R. 
Thomas  Motor  Co.,  has  engaged  with  the 
Hendee  Mfg.  Co.,  Springfield,  Mass.  He  will 
travel  the  Hendee  territory,  and  incidentally 
keep  an  eye  on  the  Indian  motor  bicycle, 
M-hich  is  coming  on  apace,  and  will  be  ready 
for  next  season's  trade. 


Solar  Springs  a  Surprise. 

Among  the  surprises  of  the  season  is  a 
Solar  oil  lamp  which  has  just  made  its  ap- 
pearance from  the  factory  of  the  Badger 
Brass  Mfg.  Co.,  Kenosha,  Wis.  As  "the 
lamp  that  made  acetylene  famous"  the  Solar 
has  been  inseparably  linked  with  the  "new 
gas,"  but  the  Badger  people  say  that  the 
Eastern  trade  in  particular  has  demanded  an 
oil  lamp,  and  the  newcomer  was  brought  out 
to  meet  the  demand.  It  is  a  well-designed 
creation,  six  inches  high  and  of  light  weight. 
It  is  made  entirely  of  brass,  nickelplated, 
and  has  removable  top  head,  reflector  and 
wick  lock  burner.  The  oil  cup  is  secured  to 
the  body  by  a  bayonet  fastening  and  is  wool- 
packed  to  prevent  slopping.  The  price,  $1.50, 
prepaid,  is  not  the  least  interesting  feature 
of  the  lamp. 


KEHEW  COMES  BACK 


Keating  Affairs  Still  Unsettled. 

Believing  that  they  were  entitled  to  know 
more  about  the  condition  of  affairs,  sixteen 
holders  of  the  bonds  of  the  Keating  Wheel 
and  Automobile  Co.  met  at  the  Board  of 
Trade  rooms  in  Middletown,  Conn.,  last  week 
and  exchanged  experiences  and  opinions. 
The  upshot  of  the  conference  was  an  agree- 
ment not  to  accept  other  bonds  in  exchange 
for  those  they  hold,  an  offer  which  it  is  un- 
derstood is  about  to  be  made.  There  was  a 
feeling  expressed  that  had  the  bondholders 
foreclosed  on  the  property  a  year  ago  they 
would  have  been  in  a  better  position  to-day 
than  they  find  themselves. 


Two  new  Branches  on  Fisk  Tree. 

The  demand  for  Fisk  tires  justifying  the . 
move,  the  Fisk  Rubber  Co.  have  established 
two  new  branches— one  in  Boston  at  604  At- 
lantic avenue,  the  other  in  Philadelphia  at 
916  Arch  street.  The  former  will  be  in 
charge  of  G.  A.  Campbell,  late  with  the 
CoMmbia  factory  at  Hartford,  while  the 
Philadelphia  store  will  be  managed  by  J.  L. 
Gibney,  who  has  been  identified  with  the 
rubber  trade  of  the  Quaker  City.  Both 
establishments  will  carry  complete  stocks  of 
tires  and  Fisk  specialties,  and  will  maintain 
fully  equipped  repair  departments. 


H.  H.  Fulton,  president  of  the  Eclipse  Mfg. 
Co.,  is  himself  "swinging  around  the  circle." 
He  is  already  well  on  his  way  to  the  Pacific 
Coast. 


After  a  Short  Retirement  he  Re-enters  the 
New  England  Trade  With  new  Stocks. 


After  a  brief  retirement,  the  United  Sup- 
ply Co.,  Boston,  is  again  in  the  field,  and, 
as  before,  George  F.  Kehew  and  John  C. 
Patterson  are  the  heads  of  the  concern. 

They  re-embarked  in  the  jobbing  busi- 
ness last  -Reek,  with  temporary  ofllces  at 
372  Atlantic  avenue  and  warerooms  at  45 
India  Wharf. 

The  re-establishment  of  the  company  will 
prove  in  the  nature  of  a  surprise  to  many, 
as  it-  is  but  six  weeks  since  it  sold  out,  lock, 
stock  and  barrel,  to  the  Equitable  Providing 
Co.— the  New  England  retail  pool.  It  trans- 
pires, however,  that  the  sale  embraced  only 
the  stock  and  leasehold  of  the  United  Sup- 
ply Co.,  and  not  its  name  or  right  to  re- 
enter the  trade. 

The  United's  re-entry  at  this  time  makes 
it  appear  that  the  competition  of  the  "pool" 
is  not  proving  as  formidable  as  was  first 
expected. 

Here's  a  Money  Maker. 

While  the  Dunlop  Tire  Company  is  gen- 
erally reckoned  the  fortune  maker  of  the 
tire  and  rubber  industry,  Germany's  big  tire 
concern,  the  Continental  Caoutchouc  and 
Guttapercha  Company,  has  made  a  "few  dol- 
lars" on  its  own  account.  Witness  these 
dividends: 

1896,  55  per  cent  on  a  capital  of  900,000  marks 
1897,55  "       .   "  "  900,000 

1897,  55  "  "  "  *300,000 
1898,55  "  "  "  1,200,000 
1899,40  "  "  "  2,400,000 
1900,45    "    "     "   2,400,000 


*  One-fourth  year. 


Extended  the  injunction. 

Attorneys  representing  creditors  of  the  de- 
funct Adirondack  Cycle  and  Supply  Com- 
pany argued  at  Buffalo  last  week  for  the  ex- 
tension of  a  temporary  injunction  granted  at 
their  request  restraining  the  buyers  of  the 
assets  of  the  company  from  disposing  of  the 
goods  or  of  the  money  received  for  them  if 
they  were  sold.  Judge  Hazel  granted  an 
order  extending  the  injunction  thirty  days 
after  the  appointment  of  a  trustee. 


108 


THE  BICYCUNG  WORLD 


ONE  CAUSE  OF  DISTRESS 


Too  Much  Concentration  Bottled  up  Indi- 
vidual Energy,  Says  tliis  man. 


"Don't  put  me  down  as  one  of  the  anti- 
Trusties,"  said  the  veteran,  "because  I  sim- 
ply am  not  one  of  the  'linockers.'  I  can  see 
that  not  a  few  advantages  can  accrue  from 
organizations  of  the  sort,  but  while  you  are 
trying  to  account  for  the  trade's  loss  of  spirit, 
you  may  just  put  me  on  record  as  believing 
that  when  Colonel  Pope  and  Lindsay  Cole- 
man, and  Gormully  &  Jefifery,  and  Lozier, 
and  the  few  other  big  fellows  joined  the 
same  church,  so  to  speak,  and  began  praying 
and  working  in  unison,  that  that  action 
bottled  up  a  good  part  of  the  trade's  energy. 
"Theory  is  against  me,  I  know,  and  I  am 
not  going  into  whys  and  wherefores  to  justify 
ray  opinion.  But  it  would  take  a  charge  of 
nitro-glycerine  to  shake  my  belief  that  if 
Pope  and  Coleman  and  the  others  were  gun- 
ning for  business  on  their  own  hooks  and 
competing  with  each  other  as  in  the  old  days 
that  the  trade  would  not  be  a  blamed  sight 
livelier  and  better  than  it  has  been  during 
the  last  two  years. 

"While  I  am  at  it,  here's  another  opinion 
for  you:  If  the  little  fellows  who  are  now 
struggling  with  motor  bicycles  are  able  to 
hang  on  until  the  real  demand  develops  some 
of  them  will  grow  fine  and  large  and  we'll 
have  lively  times  and  gingery  competition 
again.  They've  got  a  long  start  of  the  old 
makers  and  will  make  things  interesting  for 
some  of  them  or  I  miss  my  guess  pretty 
badly." 


Bicycles  for  London's  Letter  Carriers. 

The  English  Post  Office  authorities  have 
decided  to  employ  bicycles  for  the  collection 
of  letters  from  street  boxes  in  London.  This 
change,  it  is  stated,  has  long  been  under  con- 
sideration, the  authorities  having  waited  for 
a  full  report  of  the  bicycle  service  instJtuted 
some  months  ago  in  Melbourne.  The  plan 
has  worked  very  well  in  that  city,  lieuce  the 
decision  to  adopt  it  in  London.  The  substi- 
tution of  bicycles  for  carts  for  collecting  pur- 
poses will,  it  is  estimated,  not  only  save 
time,  but  will  result  in  a  saving  of  60  per 
cent,  as  it  will  be  possible  to  employ  fewer 
men  for  the  work,  while  the  costliness  of 
horse  labor  will  be  avoided. 


This  Lamp  Policy  is  Liberal. 

The  public  declaration  of  Hlne- Watts  Co.. 
of  Chicago,  that  they  will  take  back  all  Co- 
liimljja  gas  lamps  that  may  remain  unsold 
at  the  end  of  the  season  is  an  imnsual  one, 
but  one  that  is  calculated  to  "catch"  the 
trade.  Mr.  Hine  states  that  it  is  made  pos- 
sible by  the  salability  of  the  lamp  itself,  that 
is,  that  it  sells  so  readily  that  the  carried- 
over  stocks  are  not  likelj  to  be  verj  conse- 
quential. 


One  Cause  of  Boston's  Illness. 

"Yes,  Boston  is  a  'dead'  bicycle  town,"  ad- 
mitted the  dealer  from  the  New  England 
metropolis,  "but  don't  imagine  for  a  moment 
that  no  bicycles  have  been  sold.  I  frankly 
admit  that  I  didn't  sell  many  of  them,"  he 
went  on,  "but  it  was  simply  because  I 
couldn't  meet  the  competition.  I  devoted 
myself  to  other  things  for  the  very  good 
reason  that  I  keep  my  store  open  twelve 
months  in  the  year. 

"The  won  who  sold  the  bicycles  in  and 
around  Boston  were  the  chaps  who  open 
their  shops  in  February  or  March  and  close 
them  in  October.  They  have  no  regard  for 
prices.  They  simply  sell  all  they  can  how- 
ever they  can  in  the  months  they  are  open. 
If  they  get  good  jobs  for  the  winter  they 
hold  them;  if  they  do  noi-  they  rush  back 
into  the  cycle  business  in  the  spring.  While 
the  manufacturers  countenance  dealers  of 
that  sort  there  is  little  or  no  chance  for  deal- 
ers like  myself  to  make  money,  and  there  is 
no  incentive  for  us  to  devote  ourselves  to 
bicycles." 

Boom  Likely  in  Japan. 

W.  Tagou,  of  the  Yokohama  house  of  K. 
Ishikawa  &  Co.,  is  among  the  foreign  vis- 
itors now  in  the  city.  He  reports  that  the 
American  bicycle  still  retains  its  popularity 
ii\  .Japan,  although  some  of  the  first  makes 
to  ,'establiteh  themselves  have  (fallen  from 
grace,  mainly  because  of  varying  quality. 

Owing  to  financial  distress  the  demand  for 
bicycles  was  not  as  heavj'  this  season  as 
was  expected,  but  next  year,  Mr.  Tagou 
believes,  will  see  something  of  a  boom  in 
Japan. 

Bicycles,  he  says,  .ire  gradually  finding 
their  way  into  the  country  districts,  and  a 
large  demand  is  sure  to  result. 

"We  have  no  car  lines,  like  you  have  here," 
Mr.  Tagou  remaj'ked.  "so  that  the  bicycle  is 
really  necessary  for  us  to  get  about." 

The  Japanese  Government,  he  said,  had 
made  an  attempt  to  build  bicycles  for  use 
in  the  armj',  but  had  met  with  no  great 
measure  of  success. 


AURORA  WILL   MAKE  MOTORS 


Heart  Trouble  Caused  Starley's  Death. 

J.  K.  Starley.  the  man  who  made  the  safety 
l:)icycle  practical,  whose  death  was  announced 
last  week,  was  carried  off  by  heart  trouble  of 
long  standing,  aggravated  by  recent  com- 
plications. In  one  of  his  last  public  utter- 
ances he  uj'ged  tlio  cycle  trade  to  let  auto- 
mobiles alone,  or,  at  any  rate,  to  deal  witli 
tliem  gingerly  and  witli  extreme  caution. 


Takes  up  Bolton  Tool.  ♦ 

'l'l)e  L'uiou  Manufacturing  and  v^peeialty 
Co.,  .306-308  Genessee  street,  Buffalo,  have 
taken  up  the  recently  patented  Bolton  auto- 
matic tire  repairing  tool,  and  will  place  it  on 
tlie  market.  The  inventor,  G.  W.  Bolton,  Jr., 
lias  connected  himself  with  the  concern,  and 
will  travel  in  its  interests. 


Hendee    Closes    the    Deal  and  his  Indian 
flakes  Ready  for  Next  Year. 


After  a  year  of  most  exhaustive  use  and 
experimentation  the  Indian  motor  bicycle 
may  now  be  said  to  be  fairly  on  the  market. 
It  certainly  will  be  no  small  factor  in  next 
year's  trade. 

This  is  made  evident  by  two  things — new 
capital  has  been  added  to  the  Hendee  Manu- 
facturing Co.,  of  Springfield,  Mass.,  and  the 
Hendee  Manufacturing  Co.  has  effected  gilt 
edged  arrangements  for  the  manufacture  of 
its  motors. 

The  deal  was  completed  last  week,  and 
with  none  other  than  the  Aurora  (111.)  Auto- 
matic Machine  Co.,  than  whom  none  is  bet- 
ter qualified  or  equipped  for  the  purpose. 
They  already  have  the  work  well  in  hand, 
and  it  is  expected  that  the  motors  will  be 
forthcoming  before  the  close  of  the  year. 

Before  they  would  accept  the  order  the 
mechanical  heads  of  the  Aiu-ora  concern  put 
the  Indian  to  some  amazing  tests,  and  their 
opinions  have  added  to  Mr.  Hendee's  abid- 
ing confidence  in  the  creation  of  Otto  Hed- 
strom's  ingenuity. 

The  Hendee  people  have  the  tools  neces- 
sary for  their  part  of  the  work  already  made, 
and  so  soon  as  the  motors  come  through  the 
Indian  motor  bicycle  in  its  entirety  will 
spread  over  the  land.  It  is  one  of  the  best 
lookers  to  be  found  anywhere,  and  its  per- 
formances have  demonstrated  that  it  is  as 
good  as  it  looks. 


To  be  Seen  at  the  5how. 

At  the  automobile  show  now  in  progress  in 
Madison  Square  Garden,  New  York,  five  mo- 
tor bicycles  are  in  evidence — the  Indian, 
sliowu  by  the  Hendee  Manufacturing  Co.; 
two  ^larshes,  one  of  them  a  giant  6  horse 
power  racer,  by  the  Motor  Cycle  Manufactur- 
ing Co.;  a  Merkel,  exhibited  by  the  Merkel 
^Manufacturing  Co.,  and  a  Holland,  by  the 
Holland  Auto  Co.,  of  Jersey.  The  last  men- 
tioned is  really  but  an  ordinary  bicycle,  to 
which  a  1%  horse  power  motor  has  been 
attixed,  the  manufacture  of  small  motors— 
from  IVi  to  0  horsepower— being  the  Holland 
company's  principal  business. 


"Motocycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations:  cloth  bound.  $1. 
The  Goodman  Co.,  Box  6411  New  York.    *♦• 


'< Cushion  Frame"  is  Private  Property. 

If  tliere  is  .my  tern)  in  use  in  tlie  trade 
that  is  jealously  guarded  it  is  the  term 
■cushion  frame,"  which  not  a  few  people 
have  imagined  was  public  property.  The 
Hygenic  Wheel  Co.  have  eyes  like  a  hawk 
for  those  who  attempt  to  employ  the  term, 
and  pounce  as  surely  and  as  swiftly  on  the 
offenders.  With  authorities  to  back  them 
up,  they  have  made  "cushion  frame"  their 
own.  and  their  case  is  so  strong  that  one 
warning  is  usually  sufficient. 


...u 


THE  BICYCLING  WORLD 


J09 


EFFECTIVE   WINDOW  DISPLAY 


Interesting  Opinion  of  flany  Merchants — 
Mixing  of  Goods  in  Disfavor. 

Is  it  better  to  display  one  line  or  several 
In  the  show  windows?  This  question,  re- 
cently addressed  by  the  Iron  Age  to  leading 
merchants  in  different  sections,  brought  some 
interesting  opinions,  although  the  replies  re- 
ceiTed  indicate  very  clearly  that  the  large 
majority  of  dealers  believe  in  showing  one 
line.  The  opinions  of  the  eightj--two  dealers 
heard  from  have  been  classified  as  follows: 

Display  one  line  only 45 

Generally  display  one 21 

Sometimes  display  one  line  and  some- 
times mixed  lines , .     7 

Display  mixed  lines 9 

Some  of  the  opinions  expressed  follow: 
"Our  practice  is  never  to  put  more  than 
one  line  of  goods  in  a  window,  or  rather 
compartment  of  a  window.  If  you  can  fill  a 
single  window  with  one  article  it  makes  a 
very  effective  advertisement.  In  general 
kindred  lines  will  all  attract  more  attention 
if  a  window  is  reserved  to  each  separately. 
Such  a  window  will  certainly  be  more  likely 
to  attract  a  customer's  attention  to  an  article 
he  may  see,  if  he  only  has  to  pick  it  out  of  a 
few  articles,  than  if  he  had  to  pick  it  out  of 
a  man's  entire  stock,  sampled  in  the  win- 
dow, as  is  too  often  the  case." 

"  'Is  it  better  to  display  one  line  of  goods 
or  several?'  This  depends  entirely  upon  the 
season  of  the  j^ear.  I  believe  if  the  windows 
are  small  it  is  best  to  use  one  article,  if  it 
is  a  seasonable  article  that  j^ou  wish  to  dis- 
play; otherwise  I  should  never  confine  my- 
self to  one  article,  but  use  as  many  season- 
able goods  as  possible  in  the  window.  One 
article  attracts  one  person,  and  is  of  no  at- 
ti'action  whatever  to  another.  Place  as  many 
articles  in  a  window  display  as  possible,  and 
arrange  them  in  such  a  manner  that  it  will 
be  certain  to  stop  your  customer.  If  you 
cannot  attract  him  in  one  way  do  so  in  an- 
other. A  very  good  method  to  attract  at- 
tention is  to  lay  a  very  bright  article  in  the 
sunlight  at  such  an  angle  as  to  throw  a  ray 
of  light  into  your  customer's  eye.  He  will 
stop  every  time  and  see  what  article  it  is 
that  has  caused  the  trouble.  This  makes  a 
very  good  ad." 

"I  am  .a  strong  advocate  of  the  idea  of 
'oneness'  in  the  display  of  goods.  One  kind 
of  article,  or  one  kind  of  goods,  or  several 
different  kinds  of  articles  advertised  at  one 
price,  I  believe,  attracts  Mltontion  and  allows 
the  observer  to  take  in  at  a  glance  and  re 
tain  the  display  in  the  mind,  where  a  dis- 
plaj'  of  several  articles  of  a  miscellaneous 
character  would  only  be  confusing.  For  ex- 
ample, a  display  of  tea  kettles  of  one  kind 
or  of  different  kinds  would  make  an  impres- 
sion on  the  mind  of  even  the  casual  observer, 
and  he  would  no  doubt  be  able  to  tell  his 
wife  after  he  went  home  what  Mr.,  Hard- 
wareman  has  in  his  window  this  week,  while 


if  the  display  was  a  miscellaneous  collection 
of  tea  kettles,  boilers,  dishpans,  axes,  churns, 
curiy  combs,  etc.,  the  chances  are  he  would 
not  tell  a  single  article  that  was  designed  to 
claim  his  attention.  Where  several  different 
kinds  of  articles  are  displayed  at  one  price 
it  is  the  price  that  attracts  and  not  the 
goods." 

"After  a  good  many  years'  experience  we 
think  it  better  to  put  only  one  article  in  a 
window  at  a  time.  There  is  an  old  saying, 
'If  you  dazzle  them  you've  got  'em.'  By 
placing  a  large  quantity  of  a  certain  article 
in  one  window  it  attracts  attention  to  the 
particular  article  more  than  if  you  had  a 
number  of  articles  in  the  window.  When  a 
number  of  articles  are  in  the  same  window 
a  person  does  not  pay  any  particular  atten- 
tion to  any  of  them,  but  when  filled  full  of 
one  article  it  cannot  help  but  attract  a  great 
deal  of  attention." 

"We  believe  in  concentration,  and  think 
that  one  line  properly  displayed  has  a  much 
better  result  than  to  include  several  lines, 
especially  if  they  are  dissimilar." 

"One  kind  of  goods  at  a  time  on  as  elabo- 
rate a  scale  as  stock  and  window  room  will 
permit.  If  it  is  only  tin  pans,  let  it  be  tin 
pans  on  a  large  scale  for  a  short  time,  and 
then  change  to  something  else." 

"From  our  experience  we  believe  it  is  more 
profitable  to  display  wholly  one  line  in  a 
show  window,  although  at  certain  periods  of 
the  year,  especially  at  the  holiday  season, 
several  lines  may  be  displayed  with  profit- 
able results." 

"When  we  trim  our  windows  we  put  in  one 
window  one  week  nothing  but  cutlery;  next 
weelv  nothing  Mat  lanterns;  next  week  noth- 
ing but  sad  ii"ons,  all  kinds,  shapes  and  sizes; 
another  week  nothing  but  paints;  another 
week  nothing  but  brushes,  and  so  on  through- 
out the  year." 

"It  is  generally  better  to  display  goods  of 
one  line  at  one  time,  but  for  a  change  it 
makes  a  very  attractive  display  to  put  goods 
of  dift'erent  lines  in  your  window,  provided 
the  one  dressing  tlie  Avindow  uses  good  taste 
in  his  work." 

"A  lot  of  one  thing  makes  a  permanent  im- 
pression where  a  little  of  several  would  not 
be  noticed."  

riarsli  now  $25    Less. 

The  first  reduction  in  the  price  of  motor  bi- 
cycles is  announced.  The  Motor  Cycle  Man- 
ufacturing Co.,  of  Brockton,  Mass.,  have 
lowered  the  price  of  the  Marsh  from  |200  to 
$175., They  are  about  to  double  their  factory 
spnce  and  facilities,  which  will  carry  with  it 
a  greiitly  iiu-reasi^d  output  for  the  1902  trade. 


REDUCING  FACTORY  COSTS 


Apparently  Small  Tilings  That  Waste  Time 
and  Labor  and  That  Affect  Profits. 


Departure  From  Nickel  Plating. 

For  the  1902  trade  the  20th  Century  Mfg. 
Co.  are  producing  their  lamps  in  brass  and 
in  gun  metal  finishes  in  addition  to  the 
familiar  nickel  plating;  the  new  finishes  are 
in  the  nature  of  agreeable  contrasts. 


"One  secret  of  the  industrial  progress 
which  is  being  made  by  this  country  and  the 
success  which  attends  its  efforts  to  market 
its  products  abroad  is  found  in  the  unremit- 
ting pains  and  marvellous  ingenuity  which 
are  put  forth  to  reduce  the  cost  of  manu- 
facture wherever  it  is  feasible,  no  matter 
how  insignificant  the  saving  thus  effected," 
says  an  exchange. 

"An  illustration  of  this  is  given  in  connec- 
tion with  the  management  of  the  plant  of 
one  of  the  great  consolidations  who  make  it 
a  constant  study  to  reduce  in  every  possible 
way  the  cost  of  tinning  out  their  product, 
watching  with  scrupulous  care  every  detail 
of  manufacture.  The  manager  of  the  mill 
observed  that  in  the  course  of  manufacture 
a  certain  line  of  goods  were  laid  down  again 
several  times,  involving  obviously  the  neces- 
sity of  taking  them  up  again.  To  this  evident 
waste  of  labor  the  attention  of  the  men  in 
charge  was  called  that  they  might  study  on 
the  question  as  to  the  way  in  which  it  could 
be  avoided. 

"As  a  result  of  this  a  number  of  bright 
practical  men  are  grappling  with  the  prob- 
lem thus  presented.  It  is  not  to  be  supposed 
that  it  will  be  found  feasible  to  do  away 
altogether  with  waste  of  this  character,  but 
some  modifications  of  method  have  been  al- 
ready adopted  which  will  result  in  slightly 
diminished  costs.  The  same  principle  might 
doubtless  with  advantage  be  considered  care- 
fully and  in  a  practical  manner  by  many 
manufacturers. 

"A  similar  economy  might  be  practised  in 
many  a  manufacturing  or  mercantile  office  in 
connection  with  the  conduct  of  the  business. 
Sojne  may  be  surprised  to  know  that  a  great 
corporation,  whose  profits  under  existing  cir- 
CLimstanees  are  very  large  and  who  are 
abundantly  able  to  be  extravagant,  should 
practise  careful  economy  in  every  depart- 
ment. 

"Bearing  on  this  subject  is  the  recent  re- 
marlv  of  a  prominent  and  successful  merchant 
that  there  is  more  need  and  more  oppor- 
tunity for  bright  and  able  men  now  than 
ever  before  in  his  experience.  They  must 
be  of  such  a  make  up  that  they  fall  in  with 
the  changing  conditions  and  movements,  and 
are  able  to  think  out  new  lines  of  work  or 
to  direct  with  special  efficiency,  so  that  labor 
is  niiuiniized  and  the  greatest  results  ob- 
tained at  the  smallest  expense." 


"Motocycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound.  $1. 
The  Goodman  Co.,  Box  649,  New  York.    •*♦ 


Big  .-"rofits  in  Palmers. 

The  Palmer  Tire  Co.  (Limited),  the  British 
concern  that  manufactures  Palmers  on  "the 
other  side,"  continues  to  prove  a  money 
malter.  On  a  capital  of  $240,000  it  has  just 
declared  a  dividend  of  25  per  cent,  for  the 
year  ending  September  30.  The  previous 
year  it  paid  20  per  cent. 


no 


THE  BICYCLING  WORLD 


k  r 


♦»»»♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦♦♦♦♦ ♦»» 

t      This  is  the  bicycle  upon  ♦ 
1  which  E.  A.  Payne,  of  Am- 

♦  sterdam,  N.  Y.,  established 

♦  a  new  record  from  New  York 

♦  City  to  Buffalo. 


A  NATIONAL  BICYCLE  IS  ♦ 
♦  ALWAYS  TO  BE  DEPEND- 
l  ED  UPON  FOR  ANY  SER- 


VICE. 


♦ 
♦ 
►♦♦♦♦♦♦»♦♦♦♦♦♦♦♦♦♦ 


NO  OTHER  BICYCLE  IS  LIKE  IT. 
IT'S  m  A  CLASS  BY  ITSELF. 


NATIONAL  CYCLE  MFG.  CO., 

BAY  CFTY,  MICH. 


Never  Too  Late  to  Mend. 

It  is  never  too  late  to  mend — some  tires. 
It  is  never  too  late  to  mend — your  ways — and  sell 


Fisk  Tires. 


They  require  less  attention  and  give  better  service  than  any  other  tires  made. 
Stop  the  leaks  in  your  business  occasioned  by  the  selling  of  cheap  tires  and  the  consequent 

subsequent  repairs. 
Sell  the  Fisk  and  run  no  risk. 


BRANCHES- 
Spsingfibld:       Nbw  York,  99  Chambers  St.;       Syracuse;      Buffalo 
Detroit;     Chicago,  54  State  St.:     San  Francisco,  The  Phil  B.  Bekeart 
Co.,  114  Second  St 

REPAIR  DEPOTS: 

105  Reade  St.,  Nbw  York,  N.  Y.;  604  Atlantic  Ave.,  Boston,  Mass.; 

916  Arch  St.,  Philadelphia,  Pa. 


FISK  RUBBER  COMPANY 


CHICOPEE  FALLS,  MASS. 


s^smmmoi^ 


THE  BICYCLING  WORLD 


JU 


FOUNDED 

^ncJ;viJ;^TOCYCLE  REVIEW^^^ 

In  which  Is  Incorporated 
»ne  Wheel"  and  the  "American  Cyclist." 


Published  Every  Thursday 

By 

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^W  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
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Nsw  York,  November  7,  1901. 

Effects  of  the  Trade's  Jag. 

If  the  cycle  trade  of  the  United  States 
needs  anything:,  it  needs  nothing  so  much  as 
an  injection  of  courage. 

This  is  plain  language. 

It  is  a  time  for  plain  spealiing. 

It  is  time  to  stop  wailing. 

It  is  time  to  stop  damning  and  belittling 
the  business  in  which  one  is  engaged.  There 
is  entirely  too  much  of  it  going  on. 

It  is  enough  to  expect  it  of  the  small  army 
who  came  in  with  the  boom  and  who  went 
out  with  it.  They  made  and  lost  their  fort- 
unes, or  their  situations,  as  the  case  may  be, 
and  have  some  cause  for  Jeramirahing.  But 
those  who  remain  and  who  are  engaged  in 
the  business,  and  whose  interests  repose  in 
the  wellbeing  of  the  business,  are  simply 
undermining  themselves  and  making  harder 
their  respective  ways  by  their  doubts, 
plaints,  pessimisms  and  belittlements. 


It  is  time  they  ceased. 
The  bicycle  business  is  not  "dead"  or  "done 
for."     It   lacks   tone   and   spirit   simply  be- 
cause too  many  of  the  people  in  it  lack  tone 
and  spirit.     Of  the   many  there  are  not  a 
few    in    high    places.      Only   this   week   we 
heard  one  of  these  describe  the  bicycle  busi- 
ness as  a  "boy's  business."    All  he  possesses 
had  been  made  in  the  "boy's  business,"  but, 
like  many  others,  he  has  become  infatuated 
..  with  automobiles.     It  is  of  this  sort  of  be- 
•^i^^^nt  that  we  speak.    It  is  expressed  in 
many  wjrms  and  in  many  keys.     Every  one 
in  the  .trade  has  had  an  overdose  of  it.     It 
is  becoming  nauseating. 

The  condition  of  the  trade  is  plain  to  all 
who  care  to  view  it.  It  is  but  just  getting 
its  legs  again  and  becoming  its  normal  self 
after  a  prolonged  debauch.  It  drank  so 
deeply  and  so  long  of  the  boom-liquid  that 
its  senses  were  befuddled.  It  became  so 
intoxicated,  it  was  so  long  drunk  by  un- 
wonted success  and  popularity,  it  was  such 
a  "jolly  good  fellow,"  so  to  speak,  that  when 
the  awakening  came  the  headache  that  came 
with  it  was  so  intense  that  the  trade  could 
scarce  recognize  itself  and  its  diminished 
head.  It  still  saw  giant  vessels  steaming 
toward  it  with  cargoes  of  gold — a  vision  of 
its  frenzy. 

In  this  respect  the  American  trade  dif- 
fered little  from  the  English  trade,  the  Ger- 
man trade  or  the  cycle  trade  of  any  other 
country.  They  all  partook  of  the  same  liquor 
and  were  as  wildly  intoxicated. 

America  drank  deeper,  perhaps,  but  at  any 
rate  it  has  been  slowest  to  sober  up.  The 
other  countries  appear  to  have  recovered 
their  equilibrium  and  natural  taste.  Amer- 
ica's cycle  trade  also  is  able  to  walk  with- 
out reeling,  but  it  still  has  "that  dark  brown 
taste"  in  its  mouth  and  a  Iteen  appetite  for 
"more  of  the  same."  With  the  dregs  of  its 
previous  debauch  still  in  its  system  it  has 
heard  much  of  a  new  and  vision-promoting 
potion  called  "automobilism,"  and  despite 
the  lessons  of  the  past  it  seems  not  only 
unwilling  to  complete  its  recovery,  but  anx- 
ious to  drain  the  bottle  of  automobilism  and 
then  hug  it  in  delirious  glee.  The  trade  re- 
members only  the  joys  of  the  jag;  its  aches 
are  forgotten;  it  seems  ready  and  willing  to 
bound  from  jag  to  jag. 

The  simile  is  an  apt  one.  The  "dark  brown 
taste"  is  responsible  for  the  pessimism  and 


miserable  lack  of  courage  that  pervade  the 
trade.  It  is  a  matter  of  record  that  we  are 
slipping  to  the  rear  and  losing  our  grasp  on 
the  export  trade.  It  is  a  matter  of  Temark 
on  the  part  of  returned  visitors  that  in  no 
European  country  is  there  so  little  faith  and 
so  much  dejectment  in  matters  cycling.  We 
appear  to  have  gone  the  limit  in  both  direc- 
tions. We  soared  highest  and  slumped  low- 
est. And  now  false  prophets  are  luring  on 
the  trade  to  dangerous  ground.  Little  fel- 
lows and  big  fellows,  makers  and  dealers 
alike,  show  symptoms  of  stampeding  to  the 
automobile  industry.  They  see  millions  in  it. 
They  appear  to  have  an  idea  that  men  with 
money  are  falling  over  themselves  in  a  mad 
rush  to  pay  from  $1,000  to  $20,000  for  self- 
propelled  carriages.  They  appear  disposed 
to  "let  the  bicycle  business  slide,"  to  use  a 
familiar  expression,  and  there  are  not  want- 
ing false  gods  to  wave  them  on.  But  we 
are  well  informed  regarding  the  automobile 
supply  and  demand,  and  to  all  and  any  in  the 
cycle  trade  who  may  be  wavering  before 
taking  the  plunge  we  advise  against  the 
plunge.  The  automobile  trade  is  already 
overcrowded.  Save  in  a  few  instances,  the 
supply  exceeds  the  demand.  Few  engaged 
in  it  have  yet  received  returns  on  their  in- 
vestments, and  not  one  bicycle  dealer  out  of 
one  hundred  is  equipped  or  so  situated  as  to 
make  the  business  pay.  The  business  has 
been  forced.  It  is  unripe,  and,  save  to  the 
man  with  a  plethoric  purse  who  can  afford 
to  disburse  and  await  an  unfixed  time  for 
returns,  does  the  sale  of  automobiles  promise 
aught  but  disappointment. 

It  Is  better  far  to  conserve  and  concen- 
trate the  energy  in  the  cycle  trade.  The 
bicycle  can  never  die;  it  is  too  useful,  and 
it  is  developing;  there  will  be  motor  bicycles, 
and  very  many  more  of  them  than  of  auto- 
mobiles. Business  has  been  bad  largely  be- 
cause not  only  the  "outs"  but  the  "ins"  have 
talked  badly  and  belittlingly  of  it.  In  the 
few  instances  in  which  it  has  been  conducted 
vsith  courage  and  a  whole  heart  it  has  paid, 
and  we  believe  will  pay.  It  will  no  longer 
annually  earn  the  fortunes  which  were 
earned  in  the  days  of  "the  debauch,"  but  it 
will  earn  a  live  and  living  and  reasonable 
profit,  such  as  is  earned  in  other  unboomed 
trades,  and  with  which  other  manufacturers 
and  merchants  are  content. 

If  you  are  seeking  a  short  cut  to  fortune 
get  out  of  the  cycle  trade,  and  get  out  quick- 
ly. But,  be  you  in  or  out  of  it,  particu- 
larly if  you  are  in  it,  be  a  man,  and  in  the 
name  of  all  that  is  holy  stop  not  only  your 
own  wailing   and  belittlement,  but  bounce 


\\2 


THE  BICYCUNG  WORLL 


the  man  in  your  employ  who  lacks  faith  or 
cannot  speali  well  of  the  business  that  brings 
him  his  daily  bread. 

If  you  do  not  respect  yourself  and  your 
occupation  you  cannot  expect  the  world  to 
do  so. 


Our  Fall  From  First  Place. 

Unless  all  signs  fail  a  most  disagreeable 
surprise  is  in  store  for  the  American  trade 
when  the  recapitulation  of  the  world's  ex- 
port trade  in  bicycles  for  the  year  1901  is 
made. 

It  is  a  situation  not  pleasant  to  contem- 
plate. It  is  recorded  with  regret  that  the 
figures  will  show  that  the  United  States  has 
fallen  from  first  place  to  third. 

Unpleasant  as  is  the  condition  of  affairs,  it 
must  be  stated  and  faced.  No  good  purpose 
win  be  served  by  having  Disagreeable  Fact 
play  ostrich  and  sticli  its  head  in  the  sand. 

On  the  returns  at  hand,  it  is  evident  that 
already  we  have  been  passed  by  Germany, 
while  Great  Britain  is  so  close  on  our  heels 
that  at  best  a  neck  and  neck  finish  is  in 
sight,  witli  the  chances  favoring  our  foreign 
rival. 

Germany  is  already  safely  in  the  lead.  The 
latest  figures  obtainable,  those  for  the  first 
six  months  of  the  current  year,  show  during 
that  period  the  Kaiser  exported  bicycles  to 
the  value  of  $1,939,250.  For  the  nine  months 
ending  with  September,  Great  Britain 
shipped  away  $2,051,220  worth,  while  Uncle 
Sam's  foreign  trade  in  the  same  time  at- 
tained a  valuation  of  $2,115,055. 

In  June,  however,  Britain's  long  ebb  tide 
turned,  and  that  country's  monthly  reports 
have  since  shown  not  only  a  steady  increase, 
but  one  that  has  slowly  eaten  into  the  $300,- 
000  advantage  which  stood  to  our  credit 
when  the  year  opened.  The  ratio  of  gain  in- 
dicates with  reasonable  clarity  that  unless 
the  unexpected  occurs  the  United  Kingdom 
will  finish  the  year  in  second  place. 

In  face  of  the  fact  that  while  we  will 
export,  approximately,  some  $750,000  worth 
of  bicycles  to  the  two  countries  in  question, 
they  are  shipping  nothing  to  us  in  return,  the 
situation  indicates  that  the  Germans  and 
Britons  are  really  entitled  to  more  credit  than 
mere  figures  convey.  In  other  words,  our  do- 
mestic trade  's  not  beset  by  foreign  competi- 
tion, while  our  rivals  must  meet  or  make  al- 
lowances for  our  competition  and  cannot 
really  call  their  home  trade  entirely  their 
own. 

The  causes  contributing  to  this  country's 
backsliding  are  not  many,  and  most  of  them 
are  apparent.    When  we  were  underselling 


the  world  trade  came  to  us  "almost  in  spite 
of  om'selves,"  to  use  the  language  of  an 
American  now  in  business  in  Buenos 
Ayres,  whom  we  recently  quoted.  When 
our  competitors  learned  how  to  reduce  man- 
ufacturing costs,  and  with  time,  distance 
and  selling  costs  all  in  their  favor,  it  was 
natural  that  they  should  make  inroads  on 
our  trade.  But  the  chief  cause— the  cause 
that  is  greater  than  all  others  combined  is, 
to  employ  a  vulgarism,  that  the  American 
trade  has  simply  "laid  down."  It  has  drawn 
in  its  horns  and  in  dispirited  fashion  seems 
willing  to  accept  what  should  not  be  consid- 
ered the  inevitable.  Foreign  buyers  are  wel- 
comed with  open  arms,  and  if  letters  (writ- 
ten in  English)  will  obtain  orders,  letters  are 
and  will  be  written.  But,  generally  speak- 
ing, there  the  effort  ends. 

T'he  spirit  to  "get  out"  and  work  for  the 
business  and  to  spend  money  in  the  effort 
to  get  it  is  lacking.  There  are  those  who 
inany  maintain  that  the  incentive  also  is 
lacking,  but  while  Germany  and  England  are 
able  at  this  time  to  increase  their  business 
and  to  amass  an  export  trade  of  say  $6,000,- 
000  per  year,  no  never-say-die  American  cau 
say  that  the  game  is  not  worth  the  candle. 
England's  Colonial  possessions  appear  to  be 
the  sources  of  its  greatest  increase,  but  it  is 
the  hardheaded  and  persistent  German  who 
is  making  the  real  effort.  He  "goes  after" 
business,  and  that  he  gets  it  and  knows  how 
to  get  even  when  oceans  are  to  be  crossed, 
the  fact  that  German  bicycles  are  dominat- 
ing the  South  American  market  attests.  He 
may  growl  at  foreign  competition  and  ap- 
pear pessimistic,  but  he  rarely  "lays  down" 
as  we  have  done.  He  has  been  trained  to  a 
different  school. 

We  have  learned  how  to  manufacture.  It 
is  now  directly  "up  to"  us  to  learn  how  to 
sell. 


When  Honesty  was  Policy. 

That  times  does  work  curious  changes  not 
only  in  methods  but  in  men  we  all  know. 
That  the  changes  have  not  been  all  for  the 
best  is  as  evident.  In  the  matter  of  job  lots, 
for  instance,  common  honesty  is  too  often 
at  a  premium. 

But  it  was  not  always  the  case.  There 
once  were  those  who  had  the  courage  to  tell 
the  whole  truth.  An  example  of  the  sort 
recently  came  to  the  surface  in  tlie  shape 
of  this  advertisement  of  Rouse,  Hazard  & 
Co.,  which  appeared  in  the  Bicycling  World 
in  April,  1892: 

"As  we  advertise  extensively  to  sell  at 
'less  than  maker's  list,'  we  feel  called  upon 


to  explain  our  position.  Our  'Less  Than 
List'  goods  in  either  cycles  or  sundries  are 
invariably  one  year  or  more  old  types  of 
standard  goods  bought  outright  as  'rem- 
nants'' from  the  makers,  and  are  advertised 
and  sold  by  us  at  discounts  way  below 
former  prices.  These  goods  are  preferred  by 
many  on  account  of  the  low  prices,  contain 
just  as  good  material  and  workmanship  as 
the  latest  patterns,  and  are  very  desirable. 
We  decline  to  be  classed  with  the  "cutters 
and  slashers,'  but  prefer  to  build  up  our 
business  on  a  'live  and  let  live'  basis  rather 
than  on  the  'cut  throat'  policy." 

Contrast  this  advertisement  with  some  of 
those  that  now  appear  and  that  have  ap- 
peared during  late  years  and  if  you  do  not 
pray  for  a  little  more  common  honesty  of 
the  sort  it  will  be  surprising. 


The  Bicycling  World  is  very  much  exer- 
cised in  its  mind  as  to  the  "predilection  of 
foreign  cyclists  to  litter  and  encumber  their 
mounts  with  the  unseemly  and  unnecessary 
collection  of  wires,  rods,  levers  and  the  like, 
that  foreign  brakes  call  into  use."  .... 
But  for  the  confidence  afforded  by  these 
brakes,  the  joy  of  flying  hills  would  be  de- 
nied to  all  but  reckless  youth. — The  Cyclist. 

Tut!  Tut!  We  have  hills  in  plenty  over  here 
and  the  coaster  brake  permits  them  to  be 
"flown"  with  safety.  There's  sometHing  the 
matter  with  your  confidence. 


England  is  coming  on.  Having  been 
adopted  by  the  leading  manufacturer  there, 
the  flush  joint  frame  is  now  being  boomed 
as  a  "real  advance  in  cycle  construction," 
and  as  "the  smartest  and  sti'ongest  frame 
that  can  be  made."  When  this  assertion  was 
made  by  the  American  trade  but  a  few  short 
years  ago  our  cousin  across  the  sea  pooh- 
poohed  the  frame  and  set  down  the  assertion 
as  "Yankee  bounce." 


Incongruity  does  not,  ■  apparently,  worry 
those  interested  in  a  new  Western  concern. 
The  sale  of  bicycles  and  sporting  goods  and 
the  operation  of  a  farm  where  Belgian  hares 
will  be  raised  on  an  extensive  scale,  are  the 
objects  of  their  association.  There's  nothing 
like  having  more  than  one  string  to  one's 
bow. 


Belgium  appears  to  have  fairly  captured 
Great  Britain  in  the  matter  of  bicycle  mo- 
tors. The  Minerva  motor,  which  appears  to 
be  practically  the  only  one  in  use  on  bicycles 
in  the  "tight  little  isle,"  is  a  Belgian  product. 
Are  American  motor  manufacturers  sleeping? 


=L 


■Hi^aBH 


THE  BICYCLING  WORLD 


U3 


BRITISH  MOTOCYCLE  BOOM 


England's  Biggest  Makers  Announce  That 
They  will  Build  Motocycles. 


London,  Oct.  23.— Not  less  than  twenty- 
three  well  known  cycle  manufacturing  firms 
twill  liiake  motor  bicycles  next  year;  in  many 
cases  the  designs  are  well  in  hand,  so  that 
the  machines  will  be  on  view  at  the  forth- 
coming cycle  shows.  Some  little  surprise 
has  been  caused  by  the  statement  that  the 
Raleigh  Cycle  Co.,  Ltd.,  are  about  to  com- 
pete for  a  share  of  the  support  which  will 
undoubtedly  be  accorded  to  this  class  of  ma- 
chine, but  as  a  matter  of  fact  the  firm  has 
been  experimenting  for  some  little  time.  I 
believe  that  the  Raleigh  motor  bicycle  will 
be  somewhat  of  a  departure  from  the  ordi- 
nary type,  and  that  the  motor  will  be  placed 
fairly  high  and  will  not  be  a  Minerva.  Prom 
what  I  can  gather  I  think  that  the  engine 
will  more  resemble  a  Werner,  but  it  will 
drive  the  rear  wheel.  It  may  possibly  tran- 
spire that  the  motor  is  a  Werner,  for  I  am 
told  that  these  engines  will  be  sold  sepa- 
rately next  season.  Anyway,  the  fact  that 
so  experienced  a  cyclist  as  G.  P.  Mills  has 
definitely  decided  to  place  the  motor  high 
up  is  a  point  in  favor  of  that  position  which 
should  not  be  overlooked  by  those  people 
who  believe  so  much  in  keeping  the  weight 
low  down. 


It  has  now  become  quite  clear  that  the 
Automobile  Club  is  desirous  of  dropping  the 
connection  of  such  mere  worms  as  moto- 
cyclists,  for  it  has  practically  done  so  by 
stating  that  motocycles  can  be  exhibited  at 
cycle  shows,  and  that  such  exhibition  will 
not  render  the  firms  showing  the  machines 
liable  to  be  refused  space  at  the  club's  own 
show.  It  has  for  some  time  past  been  pretty 
evident  that  the  club  does  not  regard  the 
motocyclist  with  much  favor,  and  I  fancy 
that  the  same  thing  applies  to  owners  of 
small  cars.  The  fact  is  that  some  of  the 
ofiicials  are  suffering  from  tight  hats,  and 
are  pinning  too  much  faith  on  the  aristo- 
cratic support  accorded  to  the  club.  They 
should,  however,  remember  that  no  patron- 
age is  so  fickle  as  that  of  English  society 
people,  who  try  every  new  thing  in  turn,  not 
out  of  love  for  it,  but  simply  to  kill  time. 


In  common  with  many  who  are  drivers  of 
cars,  as  well  as  motocyclists,  I  can  fully 
appreciate  the  fact  that  the  two  classes 
of  machines  do  not  go  well  together  on  club 
runs.  The  motocyclists  hamper  the  move- 
ments of  the  drivers  of  cars,  while,  on  the 
other  hand,  the  dust  thrown  up  by  the  larger 
vehicles  is  most  unpleasant  to  the  motocy- 
clist. But  this  is  hardly  the  point.  The 
Automobile  Club  is  supposed  to  be  the  ruling 
body  of  motorists  here;  who  appointed  it  so 
does  not  appear,  but  it  probably  bases  its 
claim  upon  having  grown  into  the  position. 
Well,  as  the  ruling  body  it  should  look  after 


all  sections,  and  not  be  ready  to  shelve  one 
particular  branch  in  which  its  officials  are 
not  so  personally  interested.  It  is  no  doubt 
a  very  good  thing  for  motocycling  that  moto- 
cycles will  be  allowed  to  be  exhibited  at  the 
forthcoming  shows,  because  the  machines 
will  find  more  buyers  at  the  cycle  exhibitions 
than  they  would  do  at  purely  motor  car 
shows,  where  they  would  probably  be  rele- 
gated to  an  out-of-the-way  corner.  But  I 
hardly  fancy  that  the  officials  of  the  Auto- 
mobile Club  had  this  fact  in  their  minds 
when  they  passed  the  resolution,  and  the 
comments  of  motocyclists  on  the  matter  all 
load  to  the  conclusion  that  it  is  the  general 
opinion  that  the  club  means  to  dispense  with 
that  branch  of  its  membership. 


This  being  the  case,  there  may  be  some 
reason  for  the  fact  that  the  recently  formed 
motocycling  club  is  formulating  a  scheme  for 
registration  under  the  Company  act.  It 
seems  to  be  felt  that  the  day  is  not  far  dis- 
tant when  the  club  will  have  to  practically 
take  over  the  management  of  motocycling 


NEW  FACTORY  OF  THE  ADMIRAL  LAMP  CO. 
AT  MARYSVILLE  O. 

matters.  At  the  same  time,  it  has  been 
pointed  out  that  the  feeling  of  the  meeting 
was  distinctly  against  the  notion  of  forming 
the  club  into  a  limited  liability  concern,  but 
rather  to  keep  the  organization  upon  purely 
social  lines.  A  general  meeting  of  the  mem- 
bers will  probably  be  called  to  consider  the 
subject  once  more,  as  many  of  the  committee 
seem  in  favor  of  registration,  and  the  action 
of  the  Automobile  Club  may  clinch  the  mat- 
ter. , 


The  roads  are  now  in  such  bad  condition 
that  very  little  active  motocycling  can  be 
done,  but  the  few  rides  I  have  lately  taken 
have  convinced  me  that  for  winter  work 
when  the  roads  are  greasy  it  is  necessary  to 
use  a  machine  on  which  the  rear  wheel  is 
the  driver.  On  the  other  hand,  such  ma- 
chines do  not  give  me  the  impression  that 
they  are  quite  so  fast  as  the  Werner  type, 
but  speed  is  by  no  means  everything,  because 
the  majority  of  those  people  who  are  buying 
motocycles  are  men  to  whom  an  average  of 
twenty  miles  an  hour  seems  a  very  high  rate 
of  travelling.  It  is  for  this  reason  that  I 
think  the  present  type  of  motor  quite  power- 
ful enough  for  the  requirements  of  the  gen- 
eral public,  and  I  fancy  that  many  of  the 
firms  are  committing  a   grave  commercial 


error  in  using  engines  of  large  power,  espe- 
cially if  these  larger  motors  mean  increased 
price,  which  is  most  certainly  the  case  at 
present.  I  should  say  that  there  will  be  a 
good  many  motor  bicycles  sold  at  the  shows, 
providing  that  the  prices  can  be  kept  reason- 
ably low.  The  public  will  buy  at  a  reason- 
able figure,  but  do  not  care  to  put  down  large 
sums  for  what  most  people  at  present  look 
upon  as  more  or  less  experimental  machines. 
It  is  rather  curious  that  many  of  the  motor 
bicycles  now  sold  are  fitted  with  wet  accu- 
mulators, whereas  the  majority  of  motor 
tricycles  and  quads  are  provided  with  dry 
batteries.  I  have  often  pointed  out  that  the 
accumulator  gives  the  better  result  and  is 
cheaper  in  the  end,  but  the  electrolite  is  apt 
to  spill  unless  the  machine  be  always  kept  in 
a  vertical  position.  On  greasy  roads  this  is 
sometimes  rather  more  than  the  motor  bi- 
cyclist can  manage;  and,  this  being  the  case, 
one  would  really  suppose  that  dry  batteries 
are  better  for  two-wheelers. 


Good  Advice  From  an  Expert. 

For  ourselves,  we  have  had  experiences  of 
motor  cycles  extending  over  many  years,  and 
have  had,  perhaps,  unique  opportunities  of 
finding  out  the  merits  and  demerits  of  the 
various  types  and  classes,  says  R.  J.  Ma- 
cready,  of  the  Irish  Cyclist.  We  have  not 
the  slightest  doubt  about  the  future  of  the 
motor  bicycle,  and  from  absolute  experience 
can  recommend  them  to  all  who  can  afford 
their  purchase.  But  the  history  of  the  cycle 
trade  shows  that  it  takes  more  than  a  season 
to  briJig  about  any  change,  even  of  a  trifling 
nature.  Free  wheels  did  not  catch  on  for 
years.  Even  long  after  we  had  tried  and 
found  out  the  value  of  the  fitment,  there  were 
many  experts  who  professed  to  see  nothing 
in  it.  Variable  gearing  is  a  cheaper  and  sim- 
pler addition  to  a  bicycle  than  an  engine,  yet 
years  have  gone  by,  and  it  is  still  not  gen- 
erally accepted.  We  therefore  urge  caution 
on  the  makers  of  motor  bicycles,  as  over- 
production in  this  class  of  machine  cannot 
but  be  a  serious  matter. 


The  Retail  Record. 

Aurora,  111.— H.  C.  Althoff  has  removed  to 
La  Salle  and  Fox  streets. 

Southampton,  N.  Y. — William  Wooster  suc- 
ceeds L.  C.  Leary. 

Bay  City,  Mich.— Allen  &  Hopkins,  closed. 

Monroe,  N.  Y.— Smith  &  Strehl  succeed 
John  D.  Bouton. 

Davenport,  Neb.— E.  Sedgwick  succeeds  F. 
H.  Patitz. 

Wellesley,  Mass.— J.  A.  Purcell  &  Son, 
closed  for  the  season. 

Norway,  Me.— C.  L.  Cummings  has  opened 
a  repair  shop. 

Rockland,  Me.— H.  F.  Additon,  closed. 

Concord  Junction,  Mass. — A.  D.  Brochu, 
removed  to  Main  street. 

Manchester,  N.  H.— Leon  F.  Bacon  has  filed 
petition  in  bankruptcy,  with  liabilities  of 
$400.12  and  assets  of  $22.25. 

Chatham,  N.  B. — L.  W.  Barker,  new  store. 

Akron,  Ohio.— J.  H.  Saelzler,  removed  to 
Adams  and  Eleventh  streets. 


U4 


THE  BICYCLING  WORLD 


"If  a  thousand  old  beliefs  are  ruined  in  our  march 
to  truth,  we  must  still  march  on." 


The   Royal 
has  Ruined 

quite  a  few  of  them — 
we  mean  the  old  beHefs 
regarding  motor  bicy- 
cles. Facing  truth,  it  is 
not  too  much  to  say 
that  the  Royal  is  really 
the  only  motor  bicycle 
on  the  American  mar- 
ket ;  for  where  can  you 
find  another  that  is 
more  than  a  bicycle  to 
which  a  motor  has  been 
bolted  ? 


The  Royal 
Motor  Itself 

and  its  mixer  and  its 
muffler  and  nearly  all 
other  parts  have  also 
ruined  beliefs.  They 
are  unlike  the  others. 
They  are  nearer  the 
truth — nearer  the  ideal. 
And  we  will  still  march 
on.  We  have  an  ad- 
vance catalog  that  deals 
with  these  truths.  It 
is  worth  asking  for. 


1 


ROYAL  MOTOR  WORKS, 


CHICOPEE  FALLS,  MASS. 


Automatic 
Gas  Lamp 


Bicycles,  Buggies 
and  Meter  Veliicles. 


Special  Dash  Bracket,  which 

can  be  inserted  in  place  of 

Bicycle  Bracket. 


EXCLUSIVE   FEATURES 

The  result  of  years  of  experience  and  experiment  in  Acet- 
ylene Gas  Lamps,  and  has  had  two  years  of  unparalleled 
success. 

Positive  automatic  water  feed,  i,  e.,  the  water  feed  is  pos- 
itively controlled  by  the  gas  pressure,  which  is  regulated  by 
a  gas  cock. 

No  carbide  wasted.  Charge  can  be  used  repeatedly  until 
exhausted,  the  same  as  in  an  oil  lamp. 

Lights  at  once.     Turns  down  or  out  at  once. 
Gas  generated  at  low  pressure,  thus  avoiding  danger  com- 
mon to  high  pressure  lamps. 

Uses  one-half  the  carbide  necessary  in  a  large  lamp,  and 
gives  as  good  a  headlight  as  the  best. 

Carbide  cup  is  as  easily  charged  and  cleaned  as  a  tea  cup- 
Mechanism  strong  and  mchanically  correct. 


Height  5|^  inches. 
Weight  i8  ounces. 


5000  of  these  Lamps  in  use  on  buggies,  carriages 
and  motor  vehicles  in  Chicago  this  year. 


OUR  GOODS  ARE  SOLD  ON  THEIR  MERITS  ALONE. 
IT  IS  NOT  NECESSARY  FOR  US  TO  OFFER  PRIZES. 


'•isufissusSMrasSSM 


WE  MAINTAIN  PRICES.        WE  CARRY  THE  STOCKS  OURSELVES  AND  YOU 
CAN  RETURN  SURPLUS  LAMPS  AT  END  OF  SEASON. 


Fine  Art  Calendar  for  1902  mailed  free  to  the  trade  on  receipt  of  letter  head  and  six  two-cent  stamps. 

HINE-WATT  MFG.  CO.,  60  WABASH  AVE.,  CHICAGO,   ILL. 


THE  BICYCUNG  WORLD 


US 


FAULTS  OF  EXPORTERS 


Consul  Neuer  Returns  to  the  Subject  and 
Offers  Some  Good  Advice. 


"I  am  constantly  in  receipt  of  letters,  cata- 
logues, etc.,  from  our  manufacturers  and  ex- 
port associations,  wishing  to  introduce  Amer- 
ican goods  into  this  district  and  requesting 
the  names  of  reliable  purchasers,"  writes 
Charles  Neuer,  United  States  Consular  Agent 
at  Gera,  Germany.  "Inquiries  are  made  by 
this  office  and  information  is  promptly  given. 

"In  order  to  find  out  whether  my  work  had 
led  to  satisfactory  results,  I  called  of  late 
on  some  prominent  merchants  here,  and 
while  it  gave  me  pleasure  to  learn  that  my 
endeavors  had  been  partly  successful  I  was 
told  that  our  exporters  were  at  fault  in  some 
respects.  It  is  for  this  reason  that  I  sub- 
mit the  following  as  the  most  interesting 
part  of  my  interviews,  to  serve  for  the  In- 
formation and  guidance  of  our  shippers. 

"In  the  first  place,  it  is  admitted  that  our 
manufactures  excel  in  variety,  beauty  of 
style  and  adaptability  all  others  wheresoever 
made.  Letters,  circulars,  catalogues,  etc.,  in 
English  are,  however,  of  almost  no  value, 
and  those  who  desire  to  secure  this  market 
for  their  goods  must  pursue  the  methods  that ' 
are  principally  used  here.  The  most  effect- 
ual means  would  be  the  canvassing  of  every 
city  and  town  by  intelligent  agents  with 
samples  of  the  goods  they  sell,  and  with  full 
knowledge  of  every  detail  of  their  special 
lines,  so  as  to  give  all  information  desired. 
A  careful  study  could  in  this  way  be  made  of 
the  tastes  and  peculiarities  of  the  region,  and 
full  particulars  of  the  requirements  of  this 
market  could  be  sent  home.  Moreover,  care- 
ful inquiries  could  be  made  with  regard  to 
financial  standing  of  buyers. 

"My  attention  was  also  called  to  the  dis- 
inclination of  many  of  our  manufacturers  to 
adapt  their  fabrics  to  the  habits  and  tastes 
of  other  countries.  They  are  averse,  it 
seems,  to  deviating  from  their  usual  sizes, 
forms,  etc.,  though  it  would  seem  that  when 
a  new  market  for  certain  articles  is  to  be 
acquired  the  goods  should  be  made  to  suit 
the  wishes  of  the  purchasers. 

"Moreover,  it  was  said  that  American 
manufacturers  are  often  anxious  to  make 
large  sales  at  the  start,  without  considering 
that  new  articles  can  be  introduced  to  con- 
sumers only  by  the  expenditure  of  much 
patience  and  perseverance. 

"Great  fault  is  found  with  our  terms  of 
credit.  While  the  business  in  this  country 
is  mainly  done  on  terms  varying  from  three 
to  six  months'  time,  our  merchants  insist  in 
many  cases  on  cash  on  delivery,  and  even 
before  delivery,  so  that  receivers  are  unable 
to  examine  goods  before  payment  and  can- 
not know  whether  the  shipments  are  in  ac- 
cordance with  orders  or  not.  Of  course,  the 
demand  for  cash  on  receipt  is  well  justified 
if  the  purchaser's  financial  standing  is  of  a 
questionable  nature;  but  I  know  of  first  class 


German  houses  that  have  been  subjected  to 
the  same  rigid  terms,  causing  a  discontinu- 
tion  of  purchases  and  material  losses  to  our 
trade. 

"Another  point  one  of  my  informants  laid 
stress  on  was  the  packing  of  our  goods;  the 
greatest  precaution  should  be  used  in  this 
regard.  Care  should  be  taken  to  prevent 
breakage,  and  no  old  or  damaged  cases 
should  be  used.  As  the  customs  duties  are 
levied  here  on  the  gross  weight,  less  a  cer- 
tain percentage  for  tare,  the  advantage"  of 
lightness  in  packing  is  essential.  Manufact- 
urers who  ship  goods  to  this  country  should 
thoroughly  acquaint  themselves  with  the 
German  tariff,  and  pack  their  goods  in  such 
a  manner  as  to  save  the  purchaser  trouble 
and  useless  expense.     For  instance,  a  much 


CREATING  A  STANDARD 


How  Some  Have  Been  Affected— The  Good 
and  Bad  Results  of  Standardization. 


Morgan  xWrightTires 
are  good  tires 


New  York  Branch:    214-216  West  47th  Street. 


higher  duty  is  charged  on  nickel  plated  iron 
than  on  cast  iron  stoves.  American  shipp'^rs 
of  stoves  will  therefore  act  wisely  if  they 
separate  the  nickel  plated  parts  and  pack 
them  in  one  case  and  the  heavy  iron  parts 
in  another,  so  as  not  to  have  the  receivers 
pay  the  higher  duty  on  the  entire  weight. 
The  same  is  true  of  many  other  articles." 


influence  of  Empty  Boxes. 

An  enterprising  Connecticut  house,  desir- 
ing to  increase  their  sales  of  a  certain  line, 
after  placing  a  large  order  with  the  manu- 
facturer's representative,  made  the  request 
that  they  be  loaned  a  couple  of  gross  of  the 
empty  collapsible  boxes  in  which  the  article 
is  packed,  says  an  exchange.  These  were 
gladly  furnished,  and  were  placed  in  the 
show  window,  almost  filling  it.  The  effect 
produced  was  striking.  An  attractive  card 
called  atention  to  the  fact  that  the  store 
carried  the  largest  stock  in  town  of  the  ar- 
ticle shown.  Many  people  came  in  and  made 
purchases,  the  remark  being  frequently  made 
that  they  did  not  see  how  such  a  large  stock 
could  be  sold  in  years.  This  method  of  call- 
ing attention  to  goods  is  not  a  new  one,  but 
where  it  has  not  been  used  it  may  perhaps 
be  worked  to  advantage. 


The  engineer  who  would  inaugurate  a  sys- 
tem of  standardization  in  his  manufactures 
must  possess  great  courage,  a  stubborn  will 
and  much  constructive  ability,  says  an  ex- 
change. 

It  is  possible,  to  some  extent  at  least,  to 
buy  advice  and  assistance  in  the  production 
of  designs,  and  in  carrying  them  into  effect, 
but  the  master  of  an  establishment  must 
bear  on  his  own  shoulders  the  responsibility 
of  determining  the  policy  on  which  it  shall 
be  run.  The  profit  or  the  loss  will  be  his, 
and,  however  willing  and  anxious  he  may  be 
to  take  advice,  the  decision  and  its  conse- 
quences must  rest  with  him. 

In  general  it  takes  much  courage  to  adopt 
a  system  of  standardization,  because  it  in- 
volves the  laying  out  of  large  sums  of  money 
with  no  certainty  of  return.  It  is  only  in 
the  case  of  a  patented  article  of  assured  util- 
ity that  the  step  is  easy.  In  such  instances 
as  the  Westinghouse  brake  and  the  Willans 
engine  standardization  was  natural  from  the 
beginning;  each  of  these  articles  was  sui 
generis,  and  was  judged  as  a  whole.  Prob- 
ably no  one  felt  competent  to  suggest  alter- 
ations; certainly  no  buyer  would  take  the 
responsibility  of  insisting  upon  them,  because 
in  the  early  days  it  was  sufficient  of  a  vent- 
ure to  try  such  novelties  without  introducing 
untested  features  into  them. 

The  incandescent  electric  lamp  industry 
furnishes  another  instance  of  standardization 
growing  up  without  effort.  There  was  prac- 
tically only  one  maker  in  this  country  for 
many  years,  both  of  lamps  and  holders,  and 
the  company  naturally  kept  to  a  particular 
pattern.  When  the  patent  expired  other 
makers  were  obliged  to  follow  the  same  de- 
sign in  order  to  make  their  lamps  fit  existing 
holders,  for  it  was  only  in  that  way  they 
could  obtain  a  footing  in  the  market. 

It  is  a  highly  speculative  matter  for  an 
engineer  to  enter  upon  a  system  of  working 
to  standards.  He  is  not  an  autocrat. who 
can  dictate  to  the  public  what  they  shall 
buy;  he  can  only  persuade,  and  the  argu- 
ment which  alone  is  of  much  weight  is  one 
addressed  to  the  pocket.  Customers  will  not 
sink  their  individual  preferences  except  to 
gain  a  distinct  advantage;  they  must  be  bet- 
ter served  either  in  regard  to  quality  or 
price,  or  to  both,  before  they  will  modify 
their  own  premises  or  their  own  system  of 
manufacture  to  bring  them  into  harmony 
witli  the  tools  or  appliances  they  buy,  in- 
stead of  having  the  latter  designed  specially 
to  suit  their  convenience. 

A  business  in  standardized  articles  can 
never  cover  a  wide  field.  A  multiplicity  of 
types  and  patterns  is  alien  to  its  funda- 
mental idea.  Systematized  manufacture  can 
only  be  carried  on  properly  by  taking  advan- 
tage of  the  skill  which  is  evolved  by  constant 
repetition  of  one  set  of  operations  and  by 
the  economy  attending  the  use  of  tools  de- 
signed for  one  purpose  only. 


\u 


THE  BICYCUNG  WORLD 


Mr.  Jobber 


and 


Mr.  Dealer 

OUR  ELEGANT  LINE  OF 
BICYCLES    FOR    1902   IS 

NOW  READY 


Prices  Lower  Than  Ever 
Quality  ''  Second  to  None  " 


With  our  new  factory  covering  an 
acre  of  ground  and  our  improved  facil= 
ities  we  can  meet  all  demands  and 
are  the  largest  independent  manufac= 
turers  in  the  west. 


Jobbing 
Wheels 

Our 
Specialty 


WRITE    US. 


ARNOLD,  SCHWINN  &  CO. 

WORLD  CYCLES. 

945  to  957  North  43rd  Ave.,     CHICAGO,   ILL. 


r-|  ANNOUNCEMENT  h 


WOLFF-AMERIGAN 


AND 


REGAL 


Bicycles  for  the  season  of  1902  are 
now  ready.  These  well-known 
lines  of  wheels  are  replete  with  new 
and  meritorious  features. 

Our  salesmen  are  on  the  road 
showing  new  models  and  offering 
a  proposition  that  is  right. 

It  will  afford  us  pleasure  to  hear 
from  dealers  who  are  interested. 


STEARNS  BICYCLE  AGENCY, 

General  Distributors, 
SYRACUSE,   N.  Y. 


THE  BICYCLING  WORLD 


n? 


FACTORY  METHODS 


Some  Foreign  Practices  That  Work  in  Favor 
of  American  Manufacturers. 


The  conditions  of  "life,  liberty  and  the 
pursuit  of  happiness"  are  so  vastly  different 
in  Europe  and  America  that  they  cannot  be 
ignored  when  commercial  supremacy  is  dis- 
cussed, says  a  writer  who  has  given  special 
attention  to  this  subject.  No  ways  and 
means,  retaliatory  tariffs,  or  adoption  of 
American  tools,  will  be  of  any  avail.  The 
balance  of  trade  will  always  be  in  our  favor 
so  long  as  we  maintain  the  integrity  of  our 
institutions. 

I  have  said  that  the  ways  of  living  are 
different  abroad.  To  illustrate  my  meaning, 
suppose  a(n  American  works  transported 
bodily  to  England  (as  a  country  where  prac- 
tically the  same  language  is  spoken)  in  a 
night,  the  men  leaving  off  work  in  this  coun- 
try and  beginning  again  the  next  morning  in 
England  under  English  shop  rules  and  work- 
ing hours.  How  would  the  output  compare 
with  the  day  previous  in  America?  I  am 
free  to  assert  that  it  would  be  much  less. 
not  merely  from  the  unfamiliarity  with  Eng- 
lish ways,  but  from  the  brake  that  would  be 
put  on  by  English  methods. 

The  working  hours  are  cut  into  segm  Mits, 
and  the  speed  of  production  regulated  by 
that  of  the  slowest  mule  in  the  team;  if 
Hodge  can  turn  only  so  many  feet  of  shaft- 
ing per  hour  no  other  man  must  ^-urn  any 
more.  TTiat  restriction  would  of  itself  throw 
everything  out  of  gear  so  far  as  an  Ameri- 
can workman  was  concerned. 

Another  one  is  that  English  shops  com- 
mence work  at  6  A.  M.,  stopping  at  8  for 
breakfast,  beginning  again  at  9.  That  is  to 
say,  at  the  very  time— the  early  hours-— when 
the  men  are  at  their  best,  most  alert  and  ca- 
pable, they  cease  work.  The  machine  tools 
stop.  That  is  a  condition  of  things  which 
would  not  be  tolerated  one  moment  in  an 
American  shop,  but  it  is  the  custom  and 
therefore  sacred  in  England. 

There  is  no  reason  whatever  for  the  loss 
to  the  firm,  because,  although  the  same 
number  of  hours  nominally  may  be  worked 
weekly,  there  is  loss  by  reason  of  the  inter- 
val transpiring  between  stopping  and  start- 
ing in  full  work  again.  There  is  at  'east  five 
minutes  lost  on  each  machine  tool,  and 
much  more  than  this  with  fitters  and  erect- 
ors, who  have  an  inordinate  amount  of  gos- 
sip to  exchange  upon  what  shreds  and 
patches  of  happenings  they  may  have 
picked  up  during  the  breakfast  hour.  A 
workshop  is  not  a  penal  institution,  iind  it  is 
impossible  for  an  overseer  to  be  behind 
every  man  to  find  out  what  he  is  talking 
about. 

Suppose  a  force  of  300  men  only,  and  100 
machine  tools;  under  the  conditions  named 
the  unproductive  time  would  be  33  hours 
per  working  day,  or  nearly  20  working  days 
in  the  whole  week.  This  is  a  long  price  to 
pay  for  the  interruption    of    the    working 


hours,  and  must  be  directly  charged  to  that 
custom.  Were  it  not  for  it  the  men  would 
keep  on  working,  and  their  attention  would 
be  confined  to  their  jobs  instead  of  being 
diverted  from  them.  When  the  machine 
tools  stop  in  an  American  works,  even  to 
lace  the  main  belt,  which  may  have  parted, 
it  is  regarded  as  a  serious  matter. 

Most  foreign  observers  admit  that  Ameri- 
can shops  turn  out  more  work  per  capita 
than  their  own,  and  they  try  to  account  for 
it  by  the  assertion  that  our  men  are  driven  as 
a  collie  drives  sheep.  We  certainly  work 
harder,  but  ^ye  are  compelled  to  by  the  fore- 
men, who  occupy  much  the  same  position 
that  the  keeper  in  a  State  prison  does,  sit- 
ting upon  a  high  stool  where  he  can  see  all 
that  goes  on  and  admonishing  laggards  se- 
verely. 

It  is  hardly  necessary  to  say  that  this  is 


The  Royal  toe  clip,  shown  by  the  accom- 
panying illustration,  is  one  of  the  produc- 
tions of  the  Bevin  Bros.  Mfg.  Co.,  Easthamp- 
ton.  Conn.,  for  the  1902  trade,  and  is  really 


the  handsomest  article  of  the  sort  turned 
out.  It  is  of  metal,  covered  with  fine  pebble 
leather,  supplied  in  assorted  colors.  It  is 
adjustable  to  the  length  of  foot,  as  shown, 
and  is  provided  with  either  one  bolt  or  two, 
as  desired. 


an  erroneous  conception;  there  is  no  coercion 
or  intimidation  of  any  sort  in  American 
shops,  but  the  work  proceeds  because  the 
foremen  and  others  over  him  plan  the  series 
of  operations  before  it  is  undertaken. 

Quite  the  contrary  obtains  in  England, 
where,  if  a  "Consulting  Engineer,"  writing 
in  Engineering,  is  correct,  the  men  take 
what  they  like  to  do  the  best  upon  any  given 
machine,  work  a  little  while  upon  it,  get 
tired  of  it,  then  throw  it  aside  for  something 
else.  The  writer  mentioned  says  that  he 
found  he  could  not  make  any  money  by  this 
way  of  working,  and  therefore  abandoned  it 
for  American  methods  pure  and  simple,  since 
which  time  he  has  gone  ahead  rapidly. 


Spread  of  Cycling  in  Slam. 

The  Indian  Daily  News,  in  an  article  on 
"The  Bicycle  in  Siam,"  says:  "The  bicycle 
has  come  to  Siam  to  stay.  It  is  finding  its 
way  into  the  outlying  cities  and  villages,  and 
as  a  means  of  civilization  it  is  bringing  with 
it  better  roads  and  better  means  of  commu- 
nication. The  American  wheel  is  by  far  the 
favorite  in  Siam,  representing  between  75 
and  85  per  cent  of  all  the  bicycles  used  in 
the  kingdom." 


I 


g^eMOIDR 
WORLD  US 


WILL  SURELY 
INTEREST  YOU. 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of     mechanical 
terms    is    needed  to 
understand    it. 


PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUILDING, 

NEW  YORK  CITY. 


$Z00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE  COPY  OW  APPLICATION 


U8 


THE  BICYCLING  WORLD 


:  (^s  'T'S.  •T'i  *r^  »¥<.  • 


^• 

^      We  do  not  fear  competition,  and  only  ask  comparison  of  the  Cinch  with  others.       You  may  catalogue  the  Cinch  with  any 
j5c  other  and  get  our  lowest  price.     Don't  close  until  you  have  it. 


^ 


YOU  CANNOT  AFFORD  TO  TIE  YOUR  HANDS. 

THE  CINCH  COASTER  BRAKE 

IS  SUPERIOR  TO  ANY  OTHER  IN 

.    .     OPERATION     -    .  % ^g^^^^^c^^Mv      -    -     DURABILITY 


.  APPEARANCE 


WORKMANSHIP 


THE  ONE  THAT  COASTS. 
Actual  Trial  Will  Surprise  You.    Send  for  Sample. 


^      RICCS-SPENCER  COMPANY, 

^P  Manufacturers, 

^  ROCHESTER,  N.  Y.,  U.S.  A. 


C.  J.  IVEN  &  CO., 

Exclusive  Selling  Agents  for  United  States  and  Canada, 
ROCHESTER,  N.  Y. 


THE  BICYCLE  FITTINGS 


MADE   BY 


THE  H.  A.  MATTHEWS  MFG.  C  *.,  SEYMOUR,  CONN.,  U.  S.  A., 

are  pronounced  by  all  who  have  used  them  to  be  the  most 
accurate  ever  manufactured. 


OUR  CUPS 

are  hardened  by  a  special  process,  and  the  hardening  is 

perfect. 


We  make 

STAMPED  CONES 

(patented)    the   best   in    the   world. 


Estimates  from  Drawings  or  Blue  Prints  furnished. 


FLUSH  HEAD  SET  AND  HEAD,  1  1-8  BRANCHES. 


Give  us  a  trial  when  you  need  any 

SHEET  STEEL  STAMPINGS. 

Send  for  Catalog  and  Price  Lists. 


THE  BICYCUNG  WORLD 


U9 


Motor  In  a  Case. 

"La  Motosachoche,"  the  French  motor 
which  was  described  in  these  columns  some 
little  time  ago,  is  now  being  marketed  in 
England.  If  the  device  works  as  well  in 
practice  as  it  is  attractive  in  theory  it  should 
have  a  great  sale.  As  will  be  recalled,  it  is 
a  motor  complete,  contained  in  a  case  which 
tits  into  the  frame  of  an  ordinary  bicycle, 
the  engine  being  placed  just  above  the  ci'ank 
hanger. 

To  6  quarts  of  soft  water  put  in  one  ounce 
of  corrosive  sublimate,  and  common  salt, 
two  handfuls.  When  dissolved  it  is  ready 
for  use.  The  first  gives  toughness  to  the 
steel,  Avhile  the  latter  gives  hardness.  The 
liquid  is  a  deadly  poiscm. 


RAQNG 


As   applied  to  those  who  ride 
rigid  frame  bicycles,  the 

Familiar  Prescription, 

"Shake  well  before  using," 
may  justly  be  paraphrased, 

"Well  Shaken 

While  Using." 


There  are  mamy  cyclists,  male 
and  female,  who  would  not  take 
such  "medicine"  if  cycle  deal= 
ers  made  proper  use  of  the  cush= 
ion  frame — if  they  demonstrate 
ed  to  the  puplic  that  "to  be  well 
shaken" — to  be  bumped  and 
bounced,  jarred  and  jolted,  is 
not  a  necessary  concomitant 
of  bicycle  riding. 

Like  the  rigid  frame, 


It  is  Hard 


to  understand  why  every  deal= 
er  does  not  appreciate  the  fact. 
The  average  man  and  the  av= 
erage  woman  appreciate  their 
comfort  awheel  or  at  home. 
They  can  get  it  on  a  cushion 
frame  bicycle,  and  the  dealer 
who  preaches  the  cushion  frame 
doctrine  not  only  adds  to  his 
profits  but  adds  to  the  comfort 
and  satisfaction  of  his  patrons. 


HYGENIC  WHEEL  CO., 

(Owners  of  Cushion  Frame  Patents.) 

220  BROADWAY,  NEW  YORK 


Charles  Welden  and  Harold  Melby,  of  Min- 
neapolis, on  October  28  broke  the  national 
fifty  mile  tandem  record  and  established  a 
twenty  mile  standard  record.  The  ride  was 
over  the  Hanson  course.  They  rode  fifty  miles 
in  2:17,  breaking  the  record  of  Wright  and 
Fairley,  of  Colorado  Springs,  which  has  stood 
at  2:21:10  since  June  20,  1897.  The  twenty 
miles  were  ridden  in  0:52. 


Miller,  the  three  time  winner  of  the  six  day 
cycle  contests  in  Madison  Square  Garden, 
has  returned  to  this  country  and  will  com- 
pete in  the  six  day  race  to  be  held  in  Decem- 
ber, provided  a  suitable  team  mate  can  be 
found.  Maya  and  Wilson,  McEachern  and 
Walthour,  and  Babcock  and  Turville  will  also 
ride.  The  foreign  element  will  be  repre- 
sented by  Gougoltz  and  Simar,  Muller  and 
Lepoutre,  and  Fisher  and  Chevallier.  De 
Roeck  and  Kerff,  two  Belgians,  will  make 
their  American  debut.  It  is  thought  that 
Gascoyne  and  Green  will  represent  England. 


Half  a  hundred  riders  battled  for  victory 
in  the  twenty-five  mile  amateur  bicycle  race 
at  Vailburg,  October  3.  It  was  an  exciting 
contest,  made  so  by  the  large  number  of  con- 
testants, the  hot  fight  for  the  lead  and  two 
spills,  which  put  a  dozen  riders  out  of  the 
race.  Billington  won  the  event  in  1:3:50; 
Dove  second,  Courter  third  and  Chappey 
fourth.  Ferguson  won  the  largest  number 
of  laps,  and  Achorn  the  second  largest  num- 
ber. In  the  half  mile  professional  match 
race,  best  two  in  three  heats,  between  Krebs 
and  Wilson,  Krebs  won  first  heat  in  2:50,  and 
second  heat  and  race  in  3:41. 


At  Vailsburg  on  Sunday,  Albert  Cham- 
pion continued  his  record-breaking;  this  time 
he  set  new  figures  for  motor  bicycles  from 
the  two-mile  mark  all  the  way  up  to  ten 
miles.  His  first  mile  was  run  in  1:15,  as 
against  his  own  record  of  1:12  2-5;  after  that 
he  cut  under  all  figures  clear  to  the  end.  At 
five  miles  he  was  a  second  and  two-fifths 
better  than  his  own  record,  and  the  subse- 
quent figures  set  new  standards  for  the 
world.  His  time  by  miles  was  as  follows: 
First,  1:151-5;  second,  2:311-5;  third, 
3:47  4-5;  fourth,  5:05  2-5;  fifth,  6:22  3-5;  sixth, 
7:391-5;  seventh,  8:561-5;  eighth,  10:131-5; 
ninth,  11:30  1-5;  tenth,  12:47  1-5. 


Protection  From  the  Weather. 

It  would  not  be  easy  to  imagine  anything 
less  likely  to  be  a  money  maker  than  an 
arrangement  on  which  an  Englishman  has 
taken  out  a  patent.  It  is  nothing  more  or 
less  than  a  weather  screen  for  cycles  and 
other  conveyances,  comprising  a  waterproof 
cover  or  apron  combined  with  elastic  steel 
stiffening  bands,  tie  rods  or  stays  for  holding 
the  device  in  the  desired  curved  position,  and 
means  for  holding  the  screen  in  place,  which 
comprise  bands  or  clips  which  open  in  col- 
lapsing the  sides  of  the  screen. 


You  May 
Judge  a  Man 

by  his  clothes,  accofdingf  to  a  precept. 

You  May 
Judge  a  Bicycle 

by  its  saddle,  accordingf  to  out  experience 

Many  cheap  saddles  look  gfood 
(until  used  a  few  weeks),  and 
cost  little.  Many  pennies  may, 
therefore,  be  pinched  from  the 
cost  of  a  bicycle  by  the  use  of  a 
cheap  seat. 

Learn  the  Price 
of  the  Best  Leather 


and  you  will  get  a  fair  idea  of  what  it 
costs  to  manufacture  a  saddle  like  this : 


'**«sa^^' 


You  will  find  that  the  leather  alone  costs 
more  than  the  entire  saddle  of  other 
makes.  That  is  the  one  bigf  reason  why 
some  cycle  manufacturers  prefer  the  ^'oth- 
ers'* and  why  the  Persons  is  never  found 
on  a  cheap  bicycle. 

The  Dealer  Who  Pays 

for  a  high  grade  bicycle  is,  however,  en- 
titled to  a  high  grade  saddle.  The  grade 
of  the  Persons  is  the  highest  of  the  high. 
It  is  simply  impossible  to  make  a  better 
one.  If  you  desire  to  ''get  a  line"  on  the 
policy  of  the  manufacturer  whose  bicycles 
you  sell,  specify  Persons  saddles  when  you 
give  your  order.  His  response  will  enable 
you  to  judge  how  his  bicycles  are  built 
and  how  they  are  equipped. 

If  you  desire  to  know  anything  more 
about  the  Persons  saddle,  write  us. 

Persons  Mfg.  Co.,  Worcester,  Mass. 


(20 


THE  BICYCUNG  WORLD 


"Have  a  Look; 
It  Costs  You  Nothing." 

1902 

YALES 

NOW  READY. 

Cushion  Frame  Chainless  —  Racer 
Pace-Follower. 


TRAVELERS  ON  THE  ROAD. 


The  $35  Yale  Is  the  "Best  Ever/' 


THE  KIRK  MFG.  CO.,      -      TOLEDO,  OHIO 


Bicycle 
Accessories 


ELECTRIC  WELDINO 


Keep  us  in  mind  when  you 
are  about  to  order. 


THE  STANDARD  WELDING  CO.,  "^"Jg^"' 


1902 

SNELL  BICYCLES 


HEW  MODELS. 


TRAVELERS  STARTING  OUT. 


WAIT  FOR  THEM. 


1902 

HUSSEY  BARS. 


NEW  HUSSEYS. 


THE  SNELL  CYCLE  FITTINGS  CO. 

TOLEDO,  OHIO. 


HOT  SPRINGS 
OF  ARKANSAS. 

The  Hot  Springs  of  Arkansas,  owned 
and  endorsed  by  the  United  States  Gov- 
ernment for  a  cure  of  a  score  or  more  of 
human    ills,    including    rheumatism,    ca- 
tarrh,   neuralgia   and    nervous    troubles. 
Splendid  winter  climate;    two  hundred 
hotels  of  all  grades.      These  springs  are 
best  reached  by  the 

NEW  YORK  CENTRAL  LINES 

and  their  connections. 

Ask  nearest   ticket  agent  for  reduced 
rates  and  other  information. 

A  copv  of   No.   5    of   the   "Four-Track   Series," 
"America's    Winter    Resorts,"  will    be   sent    free, 
postpaid,  to  any  address    on  receipt  of  a  postage 
stamp,  by  George  H.  Daniels,  General  Passenger 
Agent,  New  York  Central  &  Hudson  River  Rail- 
road, Grand  Central  Station,  New  York. 

^  •         M.-  -  I 


THE  BICYCUNG  WORLD 


\2\ 


The  Week's  Patents. 

685,367.  Combination  Air  and  Gas  Engine. 
Cliarles  A.  Anderson,  Erick  A.  Ericlison  and 
John  Wickstrom,  Chicago,  III.,  assignors  to 
the  Chicago  Motocycle  Co.,  Chicago,  111.,  a 
corporation  of  Illinois.  Filed  March  27,  1899. 
Renewed  Feb.  20,  1901.  Serial  No.  48,172. 
(No  model.) 

Claim.— 1.  The  combination  of  a  cylinder 
having  a  heater  at  one  end,  and  provided 
with  a  port  for  the  passage  of  air  and  a 
mixture  of  air  and  gas  and  an  exhaust  port 
with  power  piston  and  a  displacer  piston, 
located  in  said  cylinder,  and  means  to  supply 
an  explosive  mixture  of  air  and  gas  to  the 
cylinder  between  the  pistons  thereof,  sub- 
stantially as  described. 

685,404.  Sparking  Igniter  for  Explosive 
Engines.  August  Krastin,  Cleveland,  Ohio. 
Filed  July  7,  1900.  Serial  No.  22,809.  (No 
model.) 

Claim. — 1.  In  an  electric  igniting  appliance 
for  explosive  engines,  the  combination,  with 
a  plug  thereof,  of  a  set  of  arched  interlock- 
ing electric  wires,  projecting  from  out  of  said 
plug,  an  insulating  tube  within  said  plug  and 
an  electric  wire  extending  through  said  tube, 
within  suitable  distance  of  said  arched  wires, 
so  that  a  spark  may  jump  from  one  to  the 
others  for  the  purpose  of  igniting  the  charges 
in  such  engines. 

685,424.  Luggage  Carrier  for  Bicycles. 
Thomas  Main,  Leamington,  England.  Filed 
March  18,  1901.  Serial  No.  51,589.  (No 
model.) 

Claim.— 1.  A  luggage  cai-rier  for  bicycles 
and  similar  vehicles  comprising  a  frame 
consisting  of  parallel  side  bars  composed  of 


separate  sections  pivotally  connected  at  the 
middle  of  the  frame  so  as  to  allow  said 
frame  to  fold  upwardly,  said  frame  being 
adapted  at  one  end  to  be  connected  with  the 
rear  upright  rods  of  the  frame  of  the  vehicle, 
and  being  provided  at  the  opposite  ends  with 
pivoted  rods  which  are  also  adapted  to  be 
connected  with  the  said  rods  of  the  frame  of 
the  vehicle,  substantially  as  shown  and  de- 
scribed. 

685,491.  Composition  for  Mending  Punct- 
ures in  Pneumatic  Tires.  Lewis  D.  Scott, 
Friendship,  and  Robert  B.  Nephew,  Hornells- 
ville,  N.  Y.  Filed  March  9,  1901.  Serial  No. 
50,425.     (No  specimens.) 

Claim. — 1.  The  herein  described  composi- 
tion of  matter,  consisting  of  rye  flour,  land 
plaster,  plaster  of  paris,  molasses  and  corro- 
body  and  having  external  ribs  for  engaging 
the  walls  of  a  valve  chamber, 

685,649.  Tire  or  Other  Valve.  George  H. 
F.  Schrader,  New  York,  N.  Y.  Filed  April 
8,  1897.     Serial  No.  631,250.     (No  model.) 

Claim.— 1.  The  improved  valve  proper  for 
tire  and  other  valves,  comprising  a  body  of 
packing  material,  and  a  casing  inclosing  said 
closing  said  body  and  having  external  ribs 
for  engaging  the  walls  of  a  valve  chamber. 

2.  The  improved  valve  proper  for  tire  and 
other  valves,  consisting  of  a  body  of  packing 
material,  and  a  sheet  metal  cup  inclosing  and 
holding  said  material,  and  having  outwardly 
bent  projections  in  its  side  walls,  substan- 
tially as  and  for  the  purpose  set  forth. 

3.  The  improved  valve  proper  for  tire  and 
other  valves  comprising  a  carrier  having  a 
hole  through  a  guiding  tail  passing  into  said 
hole  at  one  end  of  said  carrier,  and  a  packing 
material  held  at  the  other  end  thereof. 


Qolng  West? 

If  70U  purchase  your  tickets  Tla  the  Nickel 
Plate  Road,  the  shortest  route  between  Buf- 
falo and  Chicago,  you  will  secure  the  beat 
lervice  at  the  lowest  rates.  Three  fast 
thru  express  trains  daily.  In  each  direc- 
tion, between  Buffalo,  Erie,  Cleveland,  Ft 
Wayne  and  Chicago  making  close  connec- 
tions at  the  latter  city  with  the  fast  trains 
of  the  Western  roads.  The  trains  on  the 
Nickel  Plate  Road  consist  of  elegant  vesti- 
buled  day  coaches,  sleeping  cars  of  the  latest 
models,  and  Nickel  Plate  dining  cars  serr- 
!ng  famous  Individual  club  meals  at  rates 
from  35  cents  to  $1.  Thru  sleeping  cars 
are  also  run  from  Boston,  New  York,  Al- 
bany, Syracuse,  Rochester,  Scranton,  Jbting- 
hamtoQ  and  J£Imira,  and  many  other  Bastem 
cities. 

If  your  ticket  agent  cannot  glre  you  tHe 
information  desired,  address  F.  J.  Moore, 
General  Agent,  Nickel  Plate  Road,  291  Malo 
St..  Buffalo.  N.  Y.  ••• 


First  of  the  Catalogues. 

Tlie  first  of  the  1902  catalogues  to  make 
its  appearance  is  that  of  the  Bevin  Bros. 
Mfg.  Co.,  Easthampton,  Conn.  Bound  in  a 
cover  of  green  and  gold,  it  illustrates  and  de- 
scribes the  full  line  of  Bevin  bells,  toe  clips, 
lamp  brackets,  etc.,  including  several  new 
patterns,  in  a  manner  that  makes  the  book 
one  to  be  kept  near  at  hand. 


WHEN  YOU  BUY 


Why  not 


BUY  THE  MEDAL  WINNERS  P 

They  cost  no  more  than  common,  every=day  tires. 
In  other  words,  why  not  buy 

The  Pennsylvania  Tires? 


rm.  They  Received 

THE  ONLY  GOLD  MEDAL 
awarded  tires  at  the  Pan-American  Exposition. 


CATALOG  AND  PRICES  ON  REQUEST. 


PENNSYLVANIA  RUBBER  COMPANY, 


ERIE,  PA. 


SUICIDE!     SUICIDE!     SUICIDE! 


The  Manufacturer  or  Jobber  who  BINDS  himself 
by  CONi'RACT  to  oppose  improvements  in  Coaster 
Brakes  simply  commits  commercial  SUICIDE. 


ti 


THE    FORSYTH" 


is  a  WINNER  and  THE  RIDER  is  bound  to  "HAVE 
A  LOOK"  when  IT'S  ALL  OFF  with  the  other 
make. 


No  Friction.    Spins  Like  a  Top.    Thoroug-hly  Adjustable. 
INVESTIGATE. 


FORSYTH  MFG.  CO., 


BUFFALO,  N.  Y. 


L. 


\22 


THE  BICYCUNG  WORLD 


THE  SUN  NEVER  SETS  ON  THE  AUTO-BI. 


We  Use  Thomas  Motors  Exclusively. 


Go  to  any  country  you  will  in  this  world — go  through  the  United  States  and  Can- 
ada— go  to  Mexico,  Yucatan,  Cuba,  Porto  Rico,  Burmuda,  Trinidad,  Hawaiian  Islands, 
Great  Britain,  Netherlands,  Holland,  Russia,  Germany,  France,  South  Africa,  India,  Ja- 
pan, China,  Java,  Straits  Settlement,  New  Zealand,  all  of  the  Australias — travel  in  any 
of  these  countries  and  you  will  find  the 

AUTO-BI. 

When  you  ask  for  the  best  motor  bicycle  you  know  what  to  reply.  The  above  is 
some  of  the  evidence. 

AUTO-BI  COMPANY,  106  BROADWAY,  BUFFALO,  N.  Y. 


Schrader  Universal  Valve. 


(Trade  Mark,  registered  April  30,  1895.) 


NOTICE. 


Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  tlie 
obtaining  of 

PARTS  of  the 
Schrader  Universal  Valve, 

I  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99-1,  99-2,  99-3.  99-4,  may  be  had  from  all  the  makers, 
or  from  A.  Schrader's  Son.  Price  List  and  description  of 
parts  sent  on  application  9lnA 


SIMPLE  AND 
ABSOLUTELY  AIR-TIGHT 


Manufactured  by 


A.  SCHRADER'S  SON. 


e»^ 


•a-ft 


Established  1844. 


30  and  32  Rose  St., 
^  New  York,  U.  S.  A. 


Star 


Record      Bridgeport 


PEDAL5 


PEDALS 


1902  Models 
Now  Ready. 

SEND   FOR  QUOTATIONS. 


The  Bridgeport  Qun  Implement  Company, 


313-317  Broadway,  New  York. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW.        f^^. 

In  which  ii  Jncorporated  "  The  Wheel  and  Cycling  Trade  Review  "  and  the  "  American  CycBit** 


^^ 


A 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  November  14,  1901. 


'Vr 


No.  7 


GATES  GETS  KEATING 


Middletown  Plant  Finally  Finds  a  Purchaser 
—But  no  rioney  Changes  Hands. 


It  really  looks  as  If  the  much  troubled 
plant  of  the  Keating  Wheel  &  Automobile 
COi  at  Middletown,  Conn.,  is  about  to  find 
peace  at  last. 

Isaac  E.  Gates  "and  associates"  of  New 
York,  have  appeared  on  the  scene,  and  while 
their  purpose  has  not  yet  been  publicly  dis- 
closed, Receiver  Betts  thinks  so  well  of  it 
that  he  has  recommended  the  sale  of  the 
property  to  them,  although  only  paper,  not 
money,  will  change  hands.  The  Eisenhuth 
Horseless  Vehicle  Co.,  which  had  an  option 
oil  the  factory,  seems  to  have  been  lost  in 
the  shuffle. 

Mr.  Betts's  attorney  applied  to  the  Superior 
Court  on  Monday  last  for  authority  to  dis- 
pose of  the  property,  real  and  personal,  ex- 
cept money  in  tlie  bank,  on  or  before  Janu- 
ary 1,  1902,  to  Gates  et  al.,  and  the  neces- 
sary order  may  be  promptly  issued. 

The  terms  of  the  sale  are:  The  bondholders 
are  to  receive  $70,000  in  bonds  of  Gates  Co. 
in  lieu  of  their  present  bonds;  the  holders  of 
the  chattel  mortgages  are  to  receive  $33,000 
and  the  lioklers  of  pledges  on  wheels  $17,000 
in  bonds.  These  bonds  are  to  be  a  part  of  a 
general  issue  of  $210,000  which  are  to  be 
issued  by  the  new  company,  with  the  build- 
ing and  personal  property  as  security.  The 
balance  of  the  new  bonds  is  to  be  used  to 
pay  receiver's  and  court  cliarges  and  the  div- 
idend to  general  creditors  that  may  be  passed 
by  thee  ourt  subsequently. 

As  90  per  cent,  of  all  the  creditors  have 
agreed  to  the  plan  the  transfer  is  assured. 
Mr.  Gates  is  described  as  a  well-known  New 
York  financier,  and  is  a  brother-in-law  of 
the  Huntingtons,  the  New  York  railroad 
magnates.  It  is  added  that  he  stands  ready 
to  put  $100,000  more  Into  tlie  plant  in  addi- 
tion to  the  $80,000  that  he  has  already  put 
up,  and  proposes  to  start  the  plant  right 
away.  Mr.  Eisenhuth  is  out  of  the  deal. 
Just  wliat  will  be  manufactured  is  uncer- 
tain. 

Tlie  new  bonds  have  their  interest  for  five 
yi  ars  at  T)  per  cent,  guaranteed,  and  this 
guarantee  in  cash  has  been  deposited  by  Mr. 
Gates. 


National  Adopts  one  Inch  Tubing. 

It  is  now  reasonably  certain  that  smaller 
tubing  will  be  in  fairly  general  use  in 
the  1902  models. 

The  National  Cycle  Mfg.  Co.,  Bay  City, 
Mich.,  for  instance,  have  adopted  one-inch 
tubing  for  their  entire  line.  Prices  will  re- 
main unchanged. 

The  National  line  will  comprise  the  fol- 
lowing models. 

Roadsters    $40 

Cushion  frames 50 

Racers   50 

Chainless  with  ctishion  frame  and  coast- 
er brake 75 

With  road  tire,  the  racer  is  considered 
adapted  for  road  use. 

The  use  of  one-inch  tubing  is  the  most  ap- 
parent of  a  number  of  improvements  which 
are  naturally  of  minor  importance,  but 
which,  in  the  language  of  Secretai'y  Pink- 
enstaedt,  make  "Nationals  unlike  other  bi- 
cycles and  other  bicycles  unlike  Nationals." 

There  are  rumors  of  a  motor  bicycle  to 
come,  but  of  this  nothing  definite  may  be 
stated.  

Humber  Hakes  Qood  Showing. 

In  view  of  the  fact  that  Humber  <J:  Co. 
have  earned  nearlj'  $75,000  during  the  year 
and  that  a  dividend  of  6  per  cent,  on  tlie 
preference  shares  has  been  declared,  it  would 
appear  that  the  famous  old  company  has 
^-^eathered  the  storm  that  at  one  time  threat- 
ened to  engulf  it. 


PRICES  REMAIN  UNCHANGED 


No  Reductions  on  Chain  or  Chainless  Bi- 
cycles—A  .  B.  C.  Uniform  Throughout. 


Hendee's  Figures. 

The  Hendee  Mfg.  Co.'s  line  of  Indians  for 
1902  Avill  comprise  the  motor  bicycle  at  $200 
and  the  pedal  propelled  models  at  $2.").  $30 
and  $35,  as  marketed  in  previous  years. 
Hendee  will  also  market  a  an  unpriced  bi- 
cycle—one to  meet  any  competition  that  may 
arise. 

Victor  Again  Disappears. 

After  "bobbing  up"  for  a  season,  the  once 
famotis  Victor  bicycle  has  again  been  thrown 
overboard.  The  J.  Stevens  Arms  and  Tool 
Co.,  who  I'ecurrected  it  last  season,  will  not 
continue  its  manufacture. 


Generally  speaking,  there  will  be  no 
change  in  the  price  of  bicycles.  It  was  not 
expected  that  the  figures  on  chain  bicycles 
would  be  altered,  but  there  was  a  vague 
impression,  or  suspicion,  or  hope  that  the 
price  of  the  chainless  might  be  reduced. 

^J'lie  suspicions,  however,  are  routed  by  the 
announcement  that  the  American  Bicycle 
Co.,  whicli  dominates  the  price  of  the  bevel 
geared  machine,  will  make  absolutely  no 
change  in  its  lists. 

As  heretofore,  theij  chainlesses  will  list 
at  $75  and  $60  and  their  chain  geared  bi- 
cycles at  $50,  $40.  $35  and  $25  respectively. 

These  figures  will  apply  on  all  their  cata- 
logued bicj'cles.  The  Crawford  has  been 
withdraAvn  from  the  category,  and  under  its 
o^yn  name  will  be  sold  as  a  no-price  or  job- 
bing wheel. 

The  chainless  motor  bicycle  which  is  being 
experimented  with  at  the  Hartford  factory 
will  not  be  ready  for  the  1902  trade.  It  is 
not  impossible,  however,  that  a  belt  driven 
machine  will  be  made  to  fill  the  breach  if  oc- 
casion requires. 

Takes  the  Indian  Abroad. 

With  a  considerable  output  of  Indian 
motor  bicycles  now  assured,  the  Hendee 
Mfg.  Co.  is  permitting  no  grass  to  sprout 
under  its  shoes.  The  fame  of  the  bicycle 
having  'reached  across  the  sea  and  several 
particularly  tempting  offers  having  resulted, 
George  W.  Sherman,  representing  the  com- 
pany, sailed  yesterday  for  London  on  the 
Oceanic.  It  is  quite  likely  that  the  Indian 
will  make  its  appearance  at  the  Stanley 
Show,  but  whether  or  not  it  is  reasonably 
certain  that  before  Sherman  returns  he  will 
have  effected  arrangement  that  will  insure 
no  small  export  of  Indians  during  the  ap- 
proaching j'ear. 


Victoria,  Australia,  will  hereafter  tax  cat- 
alogs containing  advertising  matter;  the  dutj- 
is,  roughly,  $1  per  pound. 


Discontinues  London  Depot. 

Tlie  American  Bicycle  Co.  has  ordered  its 
London  depot  discontinued.  Its  branches  in 
Paris  and  in  Hamburg  will,  however,  be 
maintained. 


mj — Li  ujgr- 


-«» 


d&ttuii 


J  28 


THE  BICYCLING  WORLD 


WHY  HE   STILL  RIDES 


The    Old-timer    Delivers    Himself    on    the 
Subject— Popularity  and  Changes. 


"Why  don't  I  give  up  riding  like  so  many 
other  people?"  repeated  the  veteran.  "What 
in  thunder  do  you  mean?" 

The  Bicycling  World  man  explained  that 
he  was  endeavoring  to  learn  why  pleasure 
riding  had  undergone  such  a  slump;  and  as 
everything  was  fish  that  came  into  his  net, 
he  thought  it  was  equally  to  the  point  to 
know  why  some  I'iders  had  not  quit. 

"Oh,  that's  it,  is  it?  Well,  I'm  not  a  Yan- 
kee, but  I'll  answer  that  question  by  asking 
you  one:     Why  should  I  qiiit  riding? 

"Shall  I  do  so  because  every  Tom,  Dick 
and  Hariy  that  used  to  swarm  over  the 
roads  and  disgust  people  with  the  pastime 
no  longer  lives  on  a  bicycle?"  he  went  on 
without  waiting  for  a  reply.  "Is  that  any 
reason  why  I  should  give  up  something  that 
has  given  me  more  enjoyment  than  I  could 
tell  you  about  if  I  took  a  dozen  years? 

"Why,  it's  a  positive  pleasure  to  me  to  be 
able  to  enjoy  my  cycle  without  constantly 
coming  in  contact  with  the  riffraff  that  came 
in  half  a  dozen  years  ago. 

"What  did  they  know  about  the  charm  of 
bicycle  riding?  Not  as  much  as  the  fireman 
who  stokes  an  ngly,  puffing  monster  of  a 
locomotive  that  hauls  long  rows  of  freight 
cars  from  one  railroad  junction  to  another! 
He  didn't  get  half  or  quarter  -the  good  out 
of  the  machine  that  there  was  in  it.  Mile- 
age was  his  god,  and  the  benefit  he  received 
was  due  to  no  effort  or  desire  of  his. 

"As  for  me,  I  love  my  cycle  and  all  that 
it  brings  me.  Years  ago,  when  I  was  a  gay 
youjig  spark,  I  liked  to  scorch  with  the  best 
of  them,  and  did  it,  too.  Even  to-day  there 
is  nothing  that  does  me  more  good  than  to 
let,  off  some  surphis  energy  by  a  good,  fast 
spin  over  a  fine  road  stretching  away  be- 
fore me  for  mile  after  mile.  It  warms  my 
blood  and  leaves  me  in  a  tingle  that  sends 
me  to  business  the  next  day  better  prepared 
to  do  good,  hard  v^^ork  than  I  would  have 
been  under  any  other  circumstances. 

"But  I  like  to  take  it  easy,  too.  To  get 
away  from  the  noise  of  the  city,  mounted 
on  a  machine  that  runs  easy  and  is  com- 
fortable; to  go  in  any  one  of  a  score  of  di- 
rections, as  it  suits  my  fancy,  riding  as  far 
as  I  like,  returning  when  it  pleases  me,  stop- 
ping by  the  wayside  if  the  fancy  takes  me— 
this  is  something  that  will  tempt  any  man, 
and  it  is  possible  only  on  a  bicycle. 

"Don't  I  ever  get  tired  of  it?  Oh,  some- 
limes  I  wish  for  something  novel,  a  new 
sensation,  and  occasionally  I  try  something 
else  for  a  change.  But  I  never  neglect  cy- 
cling for  any  length  of  time.  The  winter 
season  breaks  it  up,  and  I  am  always  anx- 
ious to  get  back  to  it  again  when  spring 
comes.  Take  it  now;  I  am  making  good  use 
of  the  fine  weather  we  have  been  having  this 


fall.  I  know  that  it  can't  last  much  longer, 
and  that  it  will  be  a  long  time  before  I  can 
take  it  up  again  with  any  pleasure. 

"Then,  again,  the  changes  in  construction 
interest  me  and  add  zest  to  my  riding.  Now, 
don't  smile.  There  are  changes,  although 
there  have  not  been  as  many  of  them  of  late 
as  I  would  like  to  see. 

"There's  the  coaster-brake,  for  example. 
That  alone,  if  properly  understood,  would 
give  cycling  a  ncAv  lease  of  life  among  those 
who  had  begun  to  be  lukewarm  in  their  de- 
votion to  the  pastime.  Eiders  got  tired  of 
the  high  wheels  years  ago,  but  the  safety 
held  them  and  lirought  into  the  fold  thou- 
sands and  thousands  of  riders  who  would 
never  have  touched  the  high  wheel.  It  was 
the  same  with  the  air  tire.  It  not  only  ar- 
rested decay,  but,  with  the  lighter  machine, 
brought  in  the  much  talked  of  boom. 

"Properly  handled,  tlie  coaster-brake  could 
have  been  made  to  accomplish  but  little 
less  than  the  air  tire  did.  It  changed,  and 
by  changed  I  mean  improved,  the  bicycle 
almost  as  much  as  the  pneumatic  tire.  But 
few  people  understood  its  importance,  and 
to-day  hundreds  of  thousands  of  riders 
haven't  the  slightest  idea  how  much  it  adds 
to  the  pleasure  of  cycling. 

"However,  that  is  something  that  I  am 
not  particularly  concerned  about.  Personal- 
ly, I  prefer  to  have  fewer  riders.  I  have 
more  room  on  the  roads;  the  people  I  meet- 
many  of  them,  at  least— are  congenial,  and 
I  can  get  all  the  accommodations  I  want  at 
the  roadhouses  and  hotels. 

"It  does  sadden  me  a  little,  however,  to 
see  how  a  glorious  pastime  has  suffered  in 
popularity.  There  is  just  as  much  pleasure 
to  be  had  out  of  it  to-day — more,  in  fact,  for 
the  machines  are  better— as  there  was  when 
people  went  crazy  about  it. 

"There  are  some  people  who  realize  this 
even  now.  The  roads  are  not  deserted,  as 
one  would  think  to  hear  all  the  talk.  The 
comparison  is  made  with  the  time  of  the 
boom,  and  of  course  there  is  a  big  difference. 
But  if  yon  take  the  trouble  to  observe  the 
people  out  riding  any  fine  day  you  will  see 
that  the  bicycle  as  a  pleasure  vehicle  has 
by  no  means  had  Jts  day. 

"Let  me  tell  you  another  thing:  I  make 
the  prediction  that  the  bicycle  will  have  its 
day  again.  It  won't  sweep  the  country,  as 
it  did  once,  of  course;  such  a  thing  does  not 
happen  twice. 

"But  it  will  become  popular  again.  You 
can't  keep  a  good  thing  down,  and  the  bi- 
cycle is  distinctly  a  good  thing,  viewed  as 
a  pleasure  vehicle  solely.  Its  good  qualities 
may  be  overlooked  for  awhile,  but  in  the 
end  they  are  bound  to  be  recognized.  And 
when  they  are  the  bicycle  will  be  enjoyed 
in  a  more  rational  manner  than  formerly, 
and  its  popularity  will  be  more  lasting. 

"However,  as  I  have  said,  I  don't  care 
whether  it  becomes  popular  again  or  not. 
There  are  certain  penalties  to  be  paid  for 
popularity,  and  the  pastime  is  a  much  more 
enjoyable  one  when  it  hasn't  so  many  devo- 
tees." 


FEATURES  OF  THE  INDIAN 


Some    of  the    Originalities    Contained    in 
Hendee's  Motor  Bicycle. 


Having  perfected  arrangements  with  the 
Auroi-a  Automatic  Machine  Company  that 
insures  high  class  production  of  its  motors, 
the  Hendee  Manufacturing  Company,  Spring- 
field, Mass.,  are  now  aggressively  talking 
business,  and  early  in  .January  expect  to 
have  their  Indian  motor  bicycles  coming 
through  in  qiiantities  sufficient  to  meet  all 
reasonable  demands.  The  bicycle  is  already 
widely  known,  and  is  certain  to  become 
even  better  known  before  the  season  of  1902 
is  far  advanced;  its  trial  performances,  its 
appearance  and  its  many  good  features  all 
make  for  that  end. 

These  features  are  not  to  be  gainsaid,  and 
are  of  the  sort  calculated  to  give  the  Indian 
an  immediate  following,  now  that  it  is  for- 
mally on  the  market.  They  are  best  stated 
in  the  language  of  the  Hendee  people,  as  fol- 
lows : 

Single  lever  control:  The  speed  lever  starts 
the  machine,  increases  the  speed  and  stops 
the  machine.  It  also  lifts  the  exhaust  valve 
so  that  the  machine  can  be  handled  with 
compression  in  the  cylinder.  This  enables 
one  to  start  without  compression  and  with- 
out touching  any  relief  lever  or  petcock. 
To  start,  pedal,  throw  speed  lever  over  a 
quarter  of  an  inch  and  engine  starts.  The 
further  the  lever  is  thrown  over  the  the 
faster  the  speed.  The  time  of  the  spark  is 
governed  by  this  lever  throwing  the  contact 
breaker  forward.  This  lever  will  give  all 
possible  speed  required  for  road  work,  and 
will  take  the  machine  up  10  to  12  per  cent 
grades.  When  heavier  grades  are  met  the 
gas  lever  is  used.  TTiis  simply  gives  a 
heavier  charge  to  the  engine,  thus  increas- 
ing the  power.  The  flow  of  gasolene,  the 
known  quantity,  is  fixed  and  does  not  require 
regulating.  The  air,  the  unknown  and  vari- 
able quantity,  is  regulated  and  adjusted  by 
the  air  regulator. 

The  naiTow  thread,  5%  inches,  is  obtained 
by  inclosing  all  the  mechanism  inside  the 
base  of  the  motor. 

The  muffier  is  on  new  and  clean  lines  and 
does  its  work  well,  there  'being  little  or  no 
noise.  The  carburetter  or  vaporizer  is  also 
new,  and  gives  a  steady  flow  of  gasolene 
under  all  conditions.  When  riding  over  the 
roughest  of  roads  the  engine  is  fed  with  the 
same  flow  of  gasolene  as  when  travelling 
over  the  smoothest  surface.  Another  feature 
is  the  absence  of  wires.  Those  used  are  all 
short  and  perfectly  protected,  both  as  to 
breakage  and  wet.  The  oiling  device  is 
original.  The  oil  is  carried  in  the  small  tank 
in  front  of  rear  stays,  and  the  oil  is  fed  into 
the  glass  oil  measure.  This  measure  holds 
just  enough  oil  to  thoroughly  lubricate  the 
motor  for  thirty  or  forty  miles.  When  a  con- 
tinuous run  is  desired  the  feed  can  be  regu- 
lated to  give  a  regular  flow  of  oil  to  engine, 


fiM 


d^lMwAMfa 


Mifei 


THE  BICYCLING  WORLD 


129 


but  best  results  are  obtained  by  using  the 
measure  at  stated  intervals.  By  having  the 
measure  of  glass  there  can  be  no  question 
as  to  the  oil  reaching  the  motor,  as  a  glance 
will  tell  whether  it  is  being  fed  or  not. 

The  entire  drive  is  by  chain.  The  start- 
ing or  pedal  drive  is  on  the  right  side  of 
machine  in  the  usual  manner,  and  connects 
to  a  special  coaster  brake  in  rear  hub.  The 
motor  drive  is  by  chain  from  motor  shaft  to 
a  countershaft  at  crank  hanger,  at  which 
point  the  first  reduction  is  made,  and  from 
the  countershaft  back  to  the  rear  wheel, 
where  the  second  reduction  is  made.  In  this 
construction  is  obtained  a  steady  positive 
drive  without  any  slip  whatever,  allowing 
entire  power  developed  by  motor  to  be  trans- 
ferred to  rear  wheel.  With  this  construc- 
tion all  chance  of  chain  breakage  is  done 
away  with.  In  the  hanger  is  an  eccentric 
for  adjusting  chains,  and  the  regular  chain 
adjusters  are  used  at  rear  wheel  if  occasion 
requires  them. 

The  entire  machine  was  designed  by  Oscar 
Hedstrom,  whose  pacing  tandems  are  widely 
known.  His  two  and  a  half  years'  experi- 
ence with  the  ins  and  out  of  pacing  ma- 
chines under  all  conditions,  coupled  with 
mechanical  ability,  produced  this  machine. 
Its  simplicity  of  construction  and  the  easy 
matter  of  getting  at  all  points  where  trouble 
may  develop,  is  admired  by  all.  No  special 
tools  are  needed.  A  wrench  or  screw  driver 
reaches  all  parts.  The  motor  itself  is  held 
to  hanger  by  two  bolts,  which  are  easily  re- 
moved. The  top  connection  is  a  regular 
union  coupling.  To  talce  motor  from  frame 
simply  disconnect  wires  and  exhaust  pipe, 
oil  and  gasolene  feeds,  take  out  two  bolts  at 
base,  disconnect  union  coupling  at  top,  and 
the  motor  is  free  to  be  removed. 

There  is  no  oil  dripping  from  machine  at 
any  point,  nor  is  there  any  being  thrown  on 
the  clothing  of  the  rider.  A  pair  of  trouser 
guards  give  perfect  protection  on  this  ma- 
chine, as  on  a  regular  cycle.  The  motor  can 
be  run  for  any  distance  without  a  particle  of 
overheating.  A-  motor  bicycle  to  be  perfect 
must  climb  hills  without  assistance  from 
the  pedals.  This  machine  has  repeatedly 
climbed  Cross-st.  hill,  in  Springfield,  a  19 
per  cent  gi'ad?,  with  loose  surface,  at  speed 
varying  from  six  to  eighteen  miles  an  hour. 
To  illustrate  the  power  of  the  motor,  the  hill 
can  be  taken  at  ten  miles  an  hour  until  half 
of  the  ascent  has  been  made,  when  more 
power  is  turned  on  and  in  the  middle  of  the 
hill  the  speed  will  increase  to  fifteen  miles 
an  hour  or  more.  The  construction  is  of 
the  best.  It  is  folly  to  trj^  cheapness  when 
motors  are  in  question.  The  material  has 
been  selected  without  regard  to  cost  and 
the  workmanship  is  as  fine  as  brains  and 
money  can  produce. 

The  motor  is  of  special  design,  built  and 
adapted  for  use  on  a  motor  bicycle,  where 
LTcat  power  is  required,  but  where  the  motor 
and  accessories  must  not  be  cumbersome.  In 
construction  all  previous  standards  have 
been  laid  aside,  and  The  result  is  a  most 
satisfactory  engine  for  its  purpose.  On 
measurements,  according  to  the  French 
standard,  the  motor  is  1%  h.  p.,  but  it  devel- 
ops more  than  that. 


SUMI  REACHES  NEW  YORK 


Japan's  Biggest  Importer  Here  to  Make  r'ur- 
chases — Reports  big  Year  Ahead. 


Rikichi   Sumi,   of  R.  Sumi  &  Co.,  Osaka, 

Japan,  who  is  probably  the  most  extensive 
importer  of  bicycles  in  the  empire,  reached 
New-York  last  week.  He  is  making  his 
headquarters  at  No.  11  Broadway. 

Mr.  Sumi  is  here  to  make  purchases,  and 
is,  of  course,  much  sought  after.  Last  year 
he  sold  some  two  thousand  bicycles,  to  say 
nothing  of  large  quantities  of  tires  and  sun- 
dries. Owing  to  financial  troubles  which 
disturbed  the  country  the  business  done  was 
not  as  great  as  would  otherwise  have  been 
the  case.  These  clouds  have  been  pretty 
well  dissipated,  however,  and  Mr.  Sumi  an- 
ticipates that  the  year  1902  will  be  a  big 
year.    To  use  his  own  words,  the  bicycle  in 


Japan  is  "young,"  and  tlie  business  is  but 
little  more  than  developing.  The  interest  is 
spreading  rapidly,  and  something  of  a  boom 
is  in  prospect. 

Sumi  &  Co.  are  well  prepared  to  meet  it 
when  it  arrives.  They  have  four  branch 
stores  in  Osaka,  which  is  the  second  city  in 
Japan,  having  a  population  of  about  one 
million,  and  another  in  Tokio,  the  chief  city 
and  capital  of  the  Empire.  They  also  have 
agencies  in  all  of  the  leading  towns.  The 
Sumi  catalogue  and  the  signs  on  their  stores 
are  printed  in  both  English  and  Japanese, 
and  photographs  attest  that  they  include 
many  American  ideas. 

Mr.  Sumi  states  that  while  coaster  brakes 
are  quite  popular  the  chainless  bicycle  is 
absolutely  unknown  in  Japan,  and  that  no 
demand  for  it  exists;  the  same  is  true  of 
single  tube  tires,  the  demand  being  for 
double  tubes,  the  Morgan  &  Wright  tire  in 
particular. 

Mr.  Sumi  will  be  here  for  about  two  weeks. 


later  manager  of  the  Fenton  Metallic  Manu- 
facturing Co.,  at  .Jamestown,  N.  Y. 

Mr.  Hill's  visit  to  this  country  was  a  brief 
one,  his  stay  being  limited  to  one  week,  but 
while  here  he  placed  a  number  of  orders  for 
new  machinery  to  be  sent  to  England  at 
once.  Mr.  Hill  is  th^  proprietor  of  the 
Coventry  Chain  Co.,  of  Coventry,  who 
are  at  the  present  time  "employing  one  hun- 
dred and  fifty  hands,  j;  Mr.  Hill  states  that 
the  trade  in  England  is  in  better  shape  than 
at  any  time  during  the  last  three  years,  the 
better  known  manufacturers  and  those  hav- 
ing desirable  connections  all  doing  a  very 
profitable  business,  the  depression  which  ex- 
isted, and  which  now  exists  in  this  country, 
having  almost  wholly  disappeared. 

Mr.  Hill  returned  to  England  on  the  Um- 
bria  last  Saturday  afternoon. 


The  nillers  and  Thornburgh  Join  Forces. 

One  outcome  of  the  removal  of  the  Shelby 
Steel  Tube  Co.'s  headquarters  to  Pittsburg 
developed  this  week  in  the  incorporation  of 
the  Miller-Thornburgh  Co.;  of  this  city,  with 
a  capital  of  $50,000.  The  oflicers  are:  W.  E. 
Miller,  president;  L.  B.  Thornburgh,  vice- 
president  and  general  manager;  E.  A.  Miller, 
secretary,  and  A.  A.  Kaiser,  treasurer,  nearly 
all  of  whom  will  be  recognized  as  having 
been  identified  with  the  Shelby  Co.,  W.  E. 
Miller  having  once  been  its  president  and 
Mr.  Thornburgh  its  office  manager  and  sales 
agent.  The  new  concern  has  established  of- 
fices at  135  Broadway,  and  will  deal  in  iron 
and  steel,  tubing,  of  course,  being  included 
in  the  category.  I'hey  are  already  making 
ai'  active  bid  for  bicycle  trade,  and  riot  un- 
successfully. 

Some   Complaints  From   Holland. 

"It  is  not  always  as  easy  as  it  seems  to  get 
the  right  goods  at  the  right  prices,"  wrote 
Klaas  Baving,  Zwolle,  Holland,  the  largest 
cj'cle  importer  in  that  kingdom. 

"There  are  too  many  manufacturers  who 
do  not,  or  will  not,  understand  what  is 
wanted.  For  instance,  it  is  not  easy  to  ob- 
tain proper  mudguards  or  the  right  sort  of 
enamelling,  although  this  last  is  of  the  great- 
est importance;  American  enamels  do  not 
stand  this  climate;  they  peel  off  of  the  frame 
and  forks. 

"In  the  matter  of  lamps  there  is  also  cause 
for  complaint.  I  do  not  think  there  is  a  lamp 
in  the  United  States  fitted  with  the  proper 
bracket  for  this  market. 


Hill  Makes  a  Flying  Visit. 

Among  the  unexpected  visitors  in  New- 
York  on  Saturday  last  was  Alec  S.  Hill, 
who  the  veterans  of  the  trade  will  recall 
was  for  some  years  the  agent  for  the  Cov- 
entry Machinists'   Co.  in  this  country,   and 


These  Shareholders  Object. 

It  appears  that  the  proposed  reconstruc- 
tion of  the  Dunlop  Tire  Co.  is  not  to  go 
through  without  objection.  A  meeting  of 
shareholders  was  held  in  Dublin  recently, 
in  which  the  $7,000,000  reduction  of  capital 
was  denounced  in  unmeasured  terms.  It 
was  pointed  out  that  the  reconstruction 
scheme  will  accomplish  nothing  in  the  way 
of  increasing  the  earnings,  while  it  will  sad- 
dle on  the  company  a  big  bill  for  costs.  For 
these  and  other  reasons  it  is  opposed,  and 
notice  was  given  that  the  opposition  will  be 
carried  to  the  utmost  limits. 


sr=z* 


I^S 


'*'^'^ 


J30 


''\,r^,.M^' 


THE  BICYCLING  WORLD 

ANOTHER  CHAIVIPION 
ON  A  NATIONAL. 


ElDDIEl    "CANIMON"    BAUD    SAYS: 

Buffalo,  N.  Y.,  June  nth,  1901. 
National  Cycle  Mfg.  Co.,  Bay  City,  Mich.  : 

Gentlemen  : — The  Model  44  Cushion  Frame  Coaster  Brake  Chainless  Na- 
tional Bicycle  has  been  one  of  the  most  satisfactory  mounts  I  have  ever  had. 
It  makes  an  ideal  wheel  for  business  purposes,  and  1  can  recommend  it  to  any- 
body desiring  a  complete  bicycle  embodying  all  the  latest  improvements. 

EDDIE  C.  BALD. 


False  Economy. 


It  does  not  pay  to  buy  or  sell  cheap  tires — they  are  the  dearest  in  the  end. 

If  a  rider  wants  to  get  the  greatest  comfort  and  satisfaction  out  of  bicycling,  he  must  have  the 
best  tire  possible  to  make. 

If  a  dealer  wants  to  give  his  trade  that  which  it  ought  to  have  instead  of  that  which  he  makes  the 
most  money  out  of,  he  will  sell 


Fisk  Tires. 


In  quality  of  rubber,  fabric  and  workmanship — all  that  a  tire  can  be. 


branches- 
Springfield;       New  York,  9<)  Chambers  St.;       Syracuse;       Buffalo 
Detroit;      Chicago,  54  State  St.;      San  Francisco,  The  Phil  B.  Bekeart 
Co.,  114  Second  St. 

REPAIR  DEPOTS; 

105  Rcade  St.,  New  York,  N.  V.;  604  Atlantic  Ave.,  bosroN,  Mass.; 

916  Arch  St.,  Philadelphia,  Pa. 


FISK  RUBBER  COMPANY 


CMICOPEE  FALL5,  MASS. 


4aBaaitBm 


THE  BICYCLING  WORLD 


J3J 


FOUNDED,^ 
•1877r 


^nd/^iirfOCYCLE  REVIEW^^ 


In  which  is  Incorporated 
'  .lie  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  GOODMAN   eOMPaNY, 

133012S  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652    JOHN. 


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Post  Office,  September,  njoo. 

General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches 

JE^~"  Change  of  advertisements  ii  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

I^^  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


New  York,  November  14,  1901. 

Beware  of  the  Stampeders! 

The  ex-cj^cling  publications  that,  having 
themselves  stampeded,  are  trying  to  stam- 
pede the  cycle  trade  to  automobiles,  are 
working  untold  injury  to  nearly  all  but  them- 
selves. If  there  is  "no'  money  in  bicycles," 
as  they  assert,  we  are  in  position  to  say  that 
there  is  even  less  in  automobiles.  It  is  the 
exception  and  not  the  rule  when  this  is  not 
the  case.  There  may,  and  probably  will,  be 
money  in  the  big  vehicles  at  some  time  or 
other;  but  the  day  is  not  yet,  and,  if  ever, 
it  will  be  many  years  before  the  average 
bicycle  agent  in  tlie  smaller  towns  and  com- 
munities, even  if  financially  equipped,  will 
find  the  sale  of  automobiles  sufficient  to  jus- 
tify the  outlay  and  return  him  a  livelihood. 
It  is  these  agents  that  are  now  the  health 
and  strength  of  the  cycle  trade,  and  to  urge 
them  on  to  motor  vehicles  is  to  urge  them 
to  take  a  ten  to  one  chance  of  losing  all  they 
have  made  in  the  bicycle  business,  and  car- 
ries with  it  a  weakening  of  the  spirit  and 
structure  of  the  cycle  trade. 

Unless  he  is  located  in  a  populous  commu- 


nity or  has  ample  capital  and  can  afford  to 
await  an  Indefinite  period  for  return.s  on  hi.s 
inve.stment,  let  no  cycle  agent  permit  him- 
self to  be  beguiled  into  the  handling  of  auto- 
mobiles, else  he  regret  it.  If  he  needs  side 
lines  he  had  best  look  at  those  wares  that 
are  demanded  by  and  within  reach  of  the 
masses. 

With  the  motor  bicycle  in  plain  sight,  he 
should  not  be  swerved  from  the  cycle  trade. 
It  has  been  worth  his  while  in  the  past;  it 
will  be  worth  it  in  the  future.  Let  him  be- 
ware of  the  preachings  of  the  demagogue 
and  pin  his  faith  to  those  who  are  true  to 
him.  If  half  the  energy  and  enthusiasm  be- 
ing causelessly  diverted  to  automobile  chan- 
nels was  concentrated  on  and  devoted  to  the 
bicycle,  the  good  old  trade  would  quickly 
uprear  itself  and  again  be  hearty. 


Getting  out  of  the  Rut. 

It  was  a  wise  man  who  said  that  when 
everybody  was  rushing  into  a  business  he 
deemed  it  prudent  to  keep  out.  It  was  only 
when  the  movement  was  the  other  way  that 
the  matter  possessed  any  interest  for  him. 

There  is  even  more  in  this  observation 
tlian  appears  on  the  surface. 

No  one  makes  a  success  of  anything  by  do- 
ing exactly  the  same  thing  that  everybody 
else  does. 

He  lias  got  to  strike  out  on  new  lines  to 
get  out  of  the  rut;  to  attract  attention  by  his 
originality  if  he  wants  to  avoo  the  fickle  god- 
dess. 

The  world  accepts  a  man  or  a  trade  at 
hi8  or  its  own  valuation.  If  the  confession 
is  made  that  everytliing  is  going  to  the 
dcumition  bow-wows,  that  nobody  buys  cer- 
tain goods,  that  the  future  looks  blacker 
than  even  the  present,  it  is  a  moral  certainty 
that  the  gioomj^  picture  will  be  accepted  at 
its  face  value. 

That  portion  of  the  cj-cle  trade — and  it  is 
a  very  large  proportion— which  sings  this 
song  is  not  going  to  reap  any  benefit  from 
tlie  singing. 

It  is  not  going  to  better  matters  by  simply 
sitting  still  and  waiting  for  something  to 
turn  up. 

It  was  aggressive  tactics  that  won  in  the 
:1:1st,  and  success,  even  if  of  a  modified  kind, 
will  croM'ii  them  if  pursued  in  the  future. 

The  maker  who  sends  out  his  travellers 
with  the  new  season's  patterns,  having  pre- 

*  * 

viously  infused  into  them  a  portion  of  his 
own  energy  and  confidence  in  the  goods  to 
lie  sold,  has  already  scored  first  blood. 

If  he  follows  up  this  success  by  convinc- 
ing the  retail  dealer  that  he  has  something 


ilifferent  to  offer,  something  new  or  better 
or  more  attractive  than  his  competitor.'^, 
something  that  the  dealer  will  be  able  to  find 
ready  purcliasers  for,  he  has  the  victory 
won. 

But  he  must  have  the  goods  and  the  con- 
fidence in  them  or  he  can  do  nothing. 

He  must  be  able  to  show  that  his  proposi- 
tion is  different,  that  it  is  a  winning  one,  or 
1x0  will  find  himself  on  a  plane  with  all  the 
other  makers. 

There  are  still  bicycles  to  be  sold,  still 
ways  of  diverting  extra  business  into  the 
desired  channels. 

But  it  is  not  to  be  obtained  in  the  time- 
honored  Avay. 

Thei-e  must  be  something  out  of  the  ordi- 
nary to  tempt  buyers.  What  this  something 
shall  be  is  a  matter  for  the  seller  to  decide. 


Status  of  Motor  Bicycies. 

One  of  the  automobile  publications  regrets 
and  cannot  understand  why  so  few  motor 
bicycles  were  in  evidence  at  the  Automobile 
Show  in  Madison  Square  Garden  last  Aveek. 

In  due  course  it  will  probably  occur  to  all 
classes  of  men  that  a  change  in  motive  poAver 
does  not  change  the  nature  of  a  bicycle;  it 
remains  just  as  much  of  a  bicycle  as  it  ever 
was;  there  Avas  no  such  silly  prattle  to  the 
contrary  when  the  pneumatic  tire  superseded 
tlie  solid.    It  is  time  it  ceased. 

It  does  no  harm  to  exhibit  motor  bicycles, 
or  any  other  sort  of  bicycles,  at  automobile 
shoAvs  or  at  shows  of  any  other  kind,  but 
they  are  of  and  for  the  bicycle  trade. 

Until  the  Bicyclihg  World  blocked  the 
game,  there  AA'ere  a  number  of  people,  actu- 
ated by  self-interest,  who  sought  to  sAving 
+he  motor  bicycle  to  the  automobile  trade, 
and  the  "regrets"  refei-red  to  is  probably  one 
of  the  final  kicks  in  that  direction. 


Not  Guilty   in  This  Case. 

In  its  day  the  bicycle  trade  has  been  ac- 
cused of  folloAving  fads  on  the  slightest— or 
even  on  no— provocation. 

Of  late  years  it  is  asserted  that  it  has  gone 
to  just  the  opposite  extreme,  and  noAV  sets 
its  face  just  as  sternly  against  change  as  it 
formerly  "plumped"  for  it. 

There  is  considerable  truth  in  these  asser- 
tions. But  there  is  also  much  to  be  said  oii 
the  other  side.  The  trade  has  remained 
steadfast  in  its  adhesion  to  certain  ideas, 
certain  features  that  it  was  convinced  were 
good.  There  has  been  no  running  after  false 
gods  in  such  eases,  but,  on  the  contrary,  a 
holding  fast  to  what  was  known  to  be  all 


132 


THE  BICYCLING  WORLD 


right  in  spite  of  all  allurements  to  wander 
into  strange  fields. 

Sligbt  changes  may  be  made  solely  be- 
cause they  are  changes— that  is,  because 
fashion's  dictates  must  receive  some  consid- 
eration. But  -with  the  fundamentals  there 
have  been  few  attempts  to  "monljey." 

A  good  example  of  this  steadfastness  is 
found  in  the  diamond  frame.  For  almost  a 
decade  it  has  resisted  all  efforts  to  displace 
it,  even  to  change  it  materially.  The  trade 
and  public  found  it  good,  and  has  stuclv  to  it 
with  a  firmness  worthy  of  such  a  good  cause. 
Indeed,  so  well  has  this  been  understood 
that  in  all  that  time  no  very  serious  efforts 
have  been  made  to  displace  it. 

There  are  other  examples  that  could  be 
cited,  some  of  them  almost  as  much  to  the 
point  as  the  one  referred  to. 


Damned  by  its  own  Proof. 

Some  of  those  cycling  journals  that  lost 
love  for  the  bicycle  when  the  bicycle  boom 
petered  out,  and  that  stampeded  to  the  auto- 
mobile trade,  are  having  a  hard  time  of  it 
trying  to  ride  two  horses  and  serve  two 
masters.  "While  urging  on  every  one  to  the 
other  industry,  they  are  still  anxious  to  ob- 
tain as  many  of  the  cycle  trade's  dollars  as 
possible,  and  the  hypocrisy  they  practise  in 
the  effort  to  obtain  them  is  as  amusing  as  it 
is  contemptible. 

One  of  these  monthly  papers,  in  its  great 
greed,  circulated  not  a  few  letters  black- 
guarding tlie  Bicycling  World.  Without  men- 
tioning its  name  the  Bicycling  World  re- 
ferred to  the  matter,  and  the  blackguard 
promptly  recognized  itself.  Its  last  issue 
hurls  more  mud  in  the  desperate  effort  to 
"make  out  a  ease"  for  itself  and  prove  itself 
deserving  of  the  cycle  trade's  money. 

It  says,  in  substance,  that  there  is  "no 
money  in  bicycles,"  and  that  the  cycle  dealer 
who  does  not  sell  automobiles  is  a  "back 
number."  It  then  asserts  that  it  is  "now 
more  than  ever  the  paper  for  cycle  and  cycle 
parts  manufacturers."  The  reflection  on 
its  past  need  not  enter  into  the  case,  but  the 
very  issue  in  which  these  statements  are 
made  is  the  strongest  possible  indictment  of 
the  protesting  culprit.  Of  seventy-three 
pages  of  reading  matter— and  small  pages  at 
that— less  than  five  are  devoted  to  cycling 
subjects.  If  this  is  not  sufficient  to  show 
tlie  particular  publication's  "deep  and  abid- 
ing affection"  and  service  for  the  cycle  trade 
tlie  fact  that  it  considers  the  Pan-American 
awards  to  automobiles  worthy  of  notice  and 
the  cycling  awards  unworthy  of  mention  is 
enough  to  complete  its  self-damnation. 


We  do  not  purpose  engaging  in  a  "news- 
paper fight."  Those  engaged  in  the  cycle 
trade  are  not  blind.  They  can  see  for  them- 
selves. They  can  tell  the  false  from  the 
true.  But  Ave  do  and  will  protest  against 
more  or  less  guarded  implications  and  state- 
ments of  journalistic  demagogues  that  the 
bicycle  business  has  "gone  to  the  dogs,"  that 
"there  is  no  more  money  in  it,"  that  it  is 
not  worth  while  trying  to  make  it  pay,  etc., 
etc.,  ad  nas.  It  is  this  doctrine  that  has 
undermined  the  trade  and  prevented  its  re- 
covery. It  is  the  doctrine  of  the  faint- 
hearted and  the  demagogue.  It  is  a  doctrine 
that  will  sap  the  vitality  and  spirit  of  any 
industry,  and  whether  their  actions  belie 
their  words,  as  in  the  case  of  the  "straddling" 
journal  that  devotes  five  pages  to  the  bicycle 
and  sixty-eight  to  the  automobile,  we  do  not 
mean  that  it  shall  suffer  to  pass  without  pro- 
test in  the  cycle  trade. 


For  the  Winter  Season. 

There  is  undoubtedly  a  demand  for  non- 
slipping  tires,  although  it  is  far  from  being 
a  large  one.  The  riders  who  continue  to  use 
their  wheels  throughout  the  greater  part  of 
the  winter  need  something  that  will  give 
greater  stability  than  is  aft'orded  by  the  regu- 
lation smooth  tread  tire,  and  some  of  them 
at  least  are  willing  to  pay  for  a  superior 
article. 

Many  non-slippers  have  been  brought  out, 
but  almost  without  exception  they  have  gone 
the  way  of  the  majority  and  left  slight  im- 
press on  the  trade. 

At  the  present  time  one  or  two  tires  of  this 
character  are  sold  in  a  desultory  sort  of  way, 
but  they  make  no  progress  to  speak  of. 
Nevertheless,  the  belief  that  something  of 
the  kind  will  some  day  make  its  appearance 
and  score  a  big  success  is  held  by  not  a 
few  observers,  who  understand  what  a  de- 
mand there  would  be  for  such  an  article. 
The  closer  it  resembles  the  regulation  tire 
the  better  it  will  be,  of  course,  and  the 
greater  its  chance  of  scoring  a  success. 


With  all  the  desire  in  the  world  to  like 
Americans,  I  find  it  practically  impossible 
to  do  so.  Their  brag,  bluff  and  '/cunkum 
are  simply  sickening.  .  .  .  The  average 
American  woman  tourist  seems  to  me  to  be 
the  most  ill  mannered  and  iil  dressed  creat- 
ure  I  ever  came  across. — "The  Scorcher,"  in 
the  Irish  Cyclist. 

It  is  sometimes  advisable  to  consider  not 
only  sources  but  infirmities.     This  attache 


who  is  permitted  to  soil  the  pages  of  an 
otherwise  decent  publication  is  himself  as 
One  a  type  of  "British  gentleman"  as  his 
language  makes  plain.  We  have  a  distinct 
remembrance  of  his  polite  and  cordial  man- 
ners. He  welcomed  his  visitor  from  America 
without  rising  from  his  chair,  and  made  it 
pleasant  by  sucking  a  pipe  and  looking 
over  papers  while  the  visit  lasted.  "The 
Scorcher's"  name,  O'Reilly,  is  the  only  thing 
characteristically  Ii-ish  about  him.  He  does 
not  like  American  men,  and  goes  out  of  his 
way  to  insult  American  women,  bKt  how  he 
does  love  American  money!  He  is  even  now 
anxious  to  exchange  his  writings  for  the 
lucre  of  the  "sickening  race." 


The  reciprocity  convention  called  by  the 
National  Association  of  Manufacturers  oc- 
cm-s  next  week.  As  it  is  open  only  to  com- 
mercial organizations,  the  cycle  trade  cannot 
be  represented,  even  if  it  would.  But  if  the 
convention  desires  a  striking  example  of  how 
a  jug  handled  and  unnecessary  tariff  affects 
an  industry  they  have  but  to  call  up  the  fall 
of  the  American  bicycle  in  Germany .  and 
other  parts  of  the  world,  and  the  steady  ad- 
vance of  the  German  article.  Clever  mer- 
chants that  they  are,  the  Germans  have  used 
our  nonsensical  tariff  to  set  not  only  the 
German  nation,  but  other  nations  against  us. 


The  almost  total  absence  of  "price  talk"— 
of  anxiety  or  interest  in  the  "other  fellow's" 
figures- that  has  characterized  the  prepara- 
tions for  next  year  shows  how  great  is  the 
change  that  has  come  over  the  spirit  of  the 
trade.  No  one  seems  to  care  very  much 
what  his  rivals  are  doing  or  may  do.  If  it 
does  not  result  in  some  one's  being  caught 
napping  it  will  be  passing  strange.  Certainly 
conditions  were  never  so  favorable  for  a  dis- 
play of  slam-bang  aggressiveness— for  some 
one  to  "jump  the  bunch,"  in  the  language  of 
the  track,  and  steal  a^  com-manding  lead. 


As  a  beautiful  day  dream  of  the  commerce  of 
the  future  and  of  the  "surpassing  independ- 
ence" of  the  UnitcB  States,  the  article  from 
the  Saturday  Evening  Post,  which  we  repub- 
lish in  another  column,  is  interesting..  But 
such  false  dogmas  are  unworthy  of  the  paper 
in  which  they  appeared.  The.  crooning  of 
such  lullabys  serve  merely  to  lull  people  into 
the  trance  of  fancied  security  into  which  too 
many  Americans  have  already  fallen.  There 
will  some  day^come  a  nightmarish  awaken- 
ing. 


THE  BICYCLING  WORLD 


J33 


FOOLING  WITH  PRICES 


Foreign  Trade  Taking  Risks  in   Forcing  Re= 
ductlons— Otiier  Matters  of  Interest. 


London,  Oct.  30. — There  has  been  a  fur- 
ther fall  in  the  price  of  engines  suitable  for 
use  upon  motor  bicycles,  and  according  to  a 
recent  quotation  $80  will  buy  a  motor  and  all 
accessory  parts,  so  that  only  the  actual  bi- 
cycle and  the  tires  need  be  purchased.  As 
with  stouter  tubing  and  double  front  forks 
the  bicycle  can  be  had  for  slightly  over  the 
stock  article,  it  is  evident  that  motor  bicycles 
at  lower  prices  are  in  sight,  and  will  be  of- 
fered for  sale  by  the  smaller  people  in  the 
trade,  if  not  by  the  larger  ones. 

It  strikes  me  that  the  motocycle  trade  is 
about  to  be  very  considerably  cut  up,  and 
the  remedy  is  not  easy  to  find.  In  the  case 
of  the  pedal  propelled  bicycle  the  evil  in  time 
partially  righted  itself  owing  to  the  fact  that 
riders  found  that  the  very  cheap  machines 
required  more  power  to  drive;  hence  the  re- 
turn to  really  first  grade  bicycles.  But  with 
the  motor  bicycle  the  matter  is  different,  for 
the  engine  has  to  do  the  work,  and  so  long 
as  the  machine  hangs  together  and  runs 
faii-ly  well  the  purchaser  is  content.  There- 
fore this  price  cutting  may  be  serious,  be- 
cause it  is  easy  to  get  down  to  a  point  where 
a  slight  profit  is  converted  into  a  big  loss, 
and  it  must  always  be  remembered  that  it 
is  always  very  hard  to  put  prices  up  without 
materially  reducing  the  volume  of  trade,  un- 
less there  be  some  reason  which  buyers  can 
understand.  On  this  account  I  am  sorry  to 
observe  this  tendency  to  bring  the  selling 
figure  of  motocycles  too  low.  With  cars  it 
is  a  different  matter,  and  prices  might  well 
fall  without  injtu-ing  the  trade;  in  fact,  such 
fall  would  undoubtedly  place  the  motor  in- 
dustry on  a  much  better  footing. 

Opinions  as  to  the  cause  of  sideslip  vary 
more  and  more,  but  it  is  rather  interesting 
to  note  that  G.  D.  Leechman  has  come  to  the 
same  conclusion  as  myself,  namely,  that  plac- 
ing the  motor  low  down  does  not  prevent 
sideslipping,  but,  if  anything,  increases  the 
risk  of  a  fall  from  this  cause.  I  have  found 
that  a  machine  with  the  engine  placed  high 
and  driving  the  back  wheel  is  much  more 
reliable  when  passing  over  greasy  roads. 

The  United  Motor  Industries,  Ltd.,  are 
making  a  bold  bid  for  a  big  trade  in  moto- 
cycles next  year,  and  have  secured  a  large 
supply  of  Werners,  which  they  are  offering 
to  the  public  for  $60  down  and  twelve  month- 
ly payments  of  $15.  This  will  probably  fetch 
the  public,  although  it  must  be  remembered 
that  the  total  works  out  at  $240,  which  is  a 
fairly  high  price.  But  for  the  present  it  is 
quite  possible  to  do  a  direct  trade  at  high 
rates,  and  there  is,  so  far,  little  attempt  at 
underselling  the  bona  fide  agent,  and  so  rob- 
bing him  of  his  fair  ti-ade,  as  was  at  one 
time  much  too  prevalent  a  method  with 
m;iny  cycle  manufacturers. 

There  will,   I   am   told,  be    one    or    two 


samples  of  roadster  motor  tandems  on  view 
at  the  forthcoming  shows,  and  if  this  be 
the  case  I  hope  that  the  engines  will  be  bet- 
ter placed  than  has  hitherto  been  the  case 
where  machines  of  this  class  have  been  de- 
signed purely  for  road  work,  and  for  the  use 
of  a  lady  and  gentleman.  As  a  rule  it  has 
been  quite  impossible  for  a  lady  to  ride  one 
of  these  machines  when  wearing  a  skirt,  as 
the  latter  would  be  certain  to  come  in  con- 
tact with  the  motor,  with  disastrous  conse- 
quences. Providing  that  this  difficulty  can 
be  overcome,  the  motor  bicycle  in  a  tandem 
form  may  soon  become  popular.  At  the  pres- 
ent time  many  people  who  like  the  idea  of 
tandem  riding  find  the  work  too  hard,  but 
this  objection  would  not  apply  in  the  case  of 
a  motor. 

I  feel  that  my  notes  would  be  incomplete 
without  reference  to  the  great  loss  which  the 
English  cycle  trade  has  sustained  in  the 
early  death  of  Mr.  J.  K.  Starley,  which  sad 
event   occurred   at   Coventry   last   Tuesday. 


BRITISH  CONSUL'S  TRIBUTE 


Coming  From  Americans    liis    Assertions 
Would  be  Termed  "  Yankee  Bounce." 


TWO  CYLINDER  MOTOR  BICYCLE  FROM 
FRANCE. 

Mr.  Starley  was  only  forty-six — he  was  born 
December  24,  1854 — and  it  was  mainly  due 
to  him  that  the  present  type  of  bicycle  was 
introduced. 

Mr.  Starley  was  universally  respected, 
and  his  gentle  manner  and  calm  reason  w.re 
always  appreciated.  It  was  mainly  due  to 
him  that  the  recent  meeting  between  the 
cycle  and  motor  trades  passed  off  without  a 
more  or  less  serious  disturbance.  The  cycle 
trade  has  lost  a  man  whom  it  can  ill  spare; 
a  kindly  and  honorable  spirit  has  gone  from 
us,  and  the  loss  is  widely  felt. 


Wliy   Persons  is  Pleased. 

Of  the  men  in  the  trade  whose  cycling 
spirit  has  not  been  shaken  is  Charles  A. 
Persons,  the  head  of  the  Persons  Mfg.  Co., 
Worcester,  Mass. 

Late  last  week  he  returned  from  a  swing 
around  the  trade  circle,  and  confirms  what 
the  Bicycling  AVofld  recently  stated — that 
the  1902  demand  is  unmistakably  for  the 
hammock  type  of  saddle.  He  not  only  ef- 
fected connections  with  a  number  of  new 
(to  him)  jobbers,  but  in  every  instance  the 
orders  of  his  old  patrons  are  substantially 
increases  ovei»tliose  of  previous  years.  The 
bicycle  manufacturers  also  have  read  the 
signs,  and,  Mr.  Persons  says,  there  is  none 
who  is  making  high  grade  Ijicycles  who  will 
not  use  hammock  saddles  next  season. 

As  the  high  priest  of  the  particular  type 
and  as  the  man  who  "kept  everlastingly  at 
it,"  Persons  is  natiu-ally  jubilant  because  of 
the  turn  of  the  trade  tide. 


There  is  nothing  like  taking  a  leaf  out  of 
your  opponent's  book  if  you  want  to  keep 
pace  with  him.  It  is  only  a  little  while  since 
it  was  said,  in  reply  to  the  suggestion  that 
British  consuls  should  follow  the  example 
set  by  their  American  fellows  in  posting 
themselves  on  trade  conditions,  that  the  for- 
mer v/ere  not  the  sort  of  men  to  do  work  of 
this  character.  Business  was  the  last  thing 
that  could  De  expected  to  enter  their  heads, 
and  if  work  of  this  kind  must  be  done  it 
would  be  well  to  appoint  assistants  to  the 
consuls  for  that  purpose. 

Nevertheless,  the  British  consul  is  waking 
up,  and  within  the  last  few  months  there 
have  appeared  a  number  of  more  or  less  val- 
uable reports  relating  to  the  cycle  and  other 
industries  in  the  United  States. 

One  of  the  latest  of  these  reports  to  make 
its  appearance  is  from  the  pen  of  the  British 
consul  at  Philadelphia.  Writing  from  that 
city,  he  is  quoted  as  saying  that  not  only  in 
bicycles,  but  in  the  manufacture  of  all  ar- 
ticles where  specialized  work  is  demanded. 
British  makers  might  follow  the  example  of 
their  American  rivals. 

In  the  first  place,  he  points  out  that  all 
over  America  capital  is  the  master  of  labor, 
but  at  the  same  time  the  workman  is  en- 
couraged to  excel. 

Specialization  is  supreme.  A  man  is  taken 
on  and  placed  as  an  assistant  at  one  special 
piece  of  machinery  or  skilled  labor,  and  that 
work  is  seldom  changed;  while  he  may  rise 
to  the  full  management  of  that  machine  or 
several  machines,  or  rise  to  be  foreman  (or 
even  higher)  of  the  skilled  labor,  he  will  in 
almost  all  instances  remain  at  the  same 
branch  as  that  at  which  he  first  enters.  Men 
receive  promotion  bj-  their  intelligence  and 
usefulness;  they  are  encouraged  to  improve 
their  machines  and  to  suggest  new  methods 
in"  their  skilled  labor  for  which  the  employer 
pays  them,  or  takes  out  patents  for  them  at 
share  profits. 

What  superiority  has  been  gained  in  any 
direction  bj'  America  is,  in  the  opinion  of 
the  consul,  largely  due  to  those  methods  of 
encouraging  the  workmen  to  put  forth  their 
best  efforts  in  the  work  with  which  they  are 
specially  acquainted,  and  many  will  agree 
with  his  conclusion  that  at  least  the  British 
manufacturer  should  study  these  methods 
and  see  whether  they  cannot  be  applied  to 
his  own  instance— that  is,  speaking  of  the 
British  manufacturer  in  general. 


Last  Time   for  two  Shows. 

The  t%Y0  English  shows  will  open  their 
doors  on  FrMay  of  next  week,  the  National 
at  the  Crystal  Palace  and  the  Stanley  at  the 
Agricultural  Hall.  As  usual,  it  is  asserted 
that  the  present  will  be  the  last  year  that 
two  shows  will  be  held. 


134 


THE  BICYCLING  WORLD 


THE  BICYCLE  FITTINGS 


MADE   BY 


FLUSH  HEAD  SET  AND  HEAD,  1  1-8  BRANCHES. 


THE  H.  A.  MATTHEWS  MFG.  CO.,  SEYMOUR,  CONN.,  U.  S.  A., 

are  pronounced  by  all  who  have  used  them  to  be  the  most 
accurate  ever  manufactured. 


OUR  CUPS 

are  hardened  by  a  special  process,   and  the  hardening  is 

perfect. 


We  make 

STAMPED  CONES 

(patented)    the   best   in    the   world. 


Estimates  from  Drawings  or  Blue  Prints  furnished. 


Give  us  a  trial  when  you  need  any 

SHEET  STEEL  STAMPINGS. 

Send  for  Catalog  and  Price  Lists. 


Twill  be  no  Winter  of  Discontent 

for  the  Royal  agent.      He  will  have  a  bicycle  that  is  worth  showingf,  and  one  that  will  not  only 

interest  but  educate  and  enthuse  his  fellow-townsmen  in  a  manner  that  will  bringf  orders 

very,  very  early  in  the  Springtime.     Apply  for  the  agency  now,  that  you  may 

Make  hay  while  the  snow  falls. 


-_/- 


^aB9i^^=^:^^i^B^ai^H^0«aB 


THE  BICYCUNG  WORLD 


135 


NEW  FRAME  NEEDED 


Strahan  Says  Diamond  Unsuitable  for  Hotor 
Bicycles— Vaguely  Outlines  a  Change. 


This  is  perhaps  a  critical  time  in  the  his- 
tory of  the  motor  bicycle,  such  as  was  passed 
ii>  the  history  of  the  bicycle  on  the  advent 
of  the  safety  bicycle  and  the  pneumatic  tire, 
observes  J.  Lewis  Strahan  in  the  Horseless 
A-ge.  The  makers  and  users  of  the  old  ordi- 
nary were  loud  in  their  praises  of  that  type 
of  bicycle.  It  was  considered  mechanically 
perfect.  Jt  was  thought  that  no,  other  form 
of  mechanical  device  could  excel  that  perfect 
wheel.  After  scoffing  for  a  time  at  the  low 
safety  form  of  wheel  the  riders  of  the  ordi- 
nary changed  their  attitude  and  became 
sponsors  for  the  diamond  frame,  and  now 
we  may  look  back  at  a  great  transformation. 
Millions  of  individuals,  in  a  comparatively 
short  space  of  time,  became  enthusiastic  bi- 
cyclists where  only  thousands  had  indulged 
in  the  .sport  on  the  ordinary.  Undoubtedly 
the  items  of  greater  safety  and  comfort  were 
accountable  for  this  extraordinary  increase 
in  the  riding  public.  Immunity  from  acci- 
dent or  greatly  lessened  danger  was  the 
principal  or  controlling  influence,  and  the 
greater  comfort  of  the  pneumatic  tire  was 
next  in  importance. 

The  public  display  a  keen  interest  in  the 
motor  bicycle  whenever  one  makes  its  ap- 
pearance on  the  street  or  at  the  shows,  but 
there  seems  to  be  a  holding  off  from  indul- 
gence in  the  sport,  arising  no  doubt  partly 
■  because  of  a  lack  of  a  practical  knowledge 
of  the  gasolene  motor  and  partly  because  of 
certain  disadvantages  inherent  in  the  use  of 
the  diamond  frame,  which  all  manufacturers 
have  adopted  for  the  purpose. 
^  Whether  the  makers  are  justified  in  using 

^P  the  diamond  frame  for  the  motor  bicycle  re- 
mains to  be  seen.  To  be  sure,  it  is  simple 
and  inexpensive,  but  that  is  no  reason  why 
it  should  be  used  if  it  does  not  meet  the  de- 
mands of  the  public.  There  are  certain 
features  of  the  diamond  frame  type  of  motor 
bicycle  that  render  the  selection  of  that  type 
of  frame  for  such  a  purpose  open  to  substan- 
tially the  same  criticism  of  shortcomings  as 
were  demonstrated  to  be  inherent  in  the  old 
ordinary  type  of  bicycle.  Pedaling  the  dia- 
mond frame  type  of  bicycle,  being  the  pur- 
pose for  which  it  was  so  well  designed,  is 
one  thing,  but  riding  up  in  the  air,  necessar- 
ily out  of  reach  of  the  ground,  with  a  1% 
horse  power  motor  to  attend  to  driving  the 
rider  along  at  a  lively  pace,  is  quite  another. 
It  woxild  seem  that  manufacturers  erro- 
neously assumed  that  the  diamond  frame, 
being  simple  and  cheap  of  construction,  was 
the  perfect  and  onlj'  frame,  and,  hastening 
to  reach  what  was  expected  to  be  a  ready 
market,  adapted  the  motor  to  the  diamond 
frame,  instead  of  adapting  the  frame  to  the 
radically  different  use  to  which  the  wheel 
was  to  be  put.  The  extreme  popularity  of 
the  bicycle  came  when  the  old  ordinary  suc- 


(ninibed  to  the  greater  safety  of  the  low  or 
diamond  frame  and  the  comfort  of  the  pneu- 
matic tire;  yet  there  are  numberless  indivi- 
duals who,  notwithstanding  the  lessened 
danger,  utterly  fall  after  repeated  trials  to 
master  the  diamond  frame  bicycle,  because 
they  are  'beyond  reach  of  the  ground,  and  the 
tendency  to  topple  over  is  too  much  for  them. 

Very  much  has  been  said  which  is  trae  of 
the  simplicity,  power  and  speed  of  the  pre- 
vailing diamond  frame  motor  bicycle,  and  as 
a  pioneer  in  the  art  no  one  has  a  criticism 
to  make;  but  to  view  the  present  diamond 
frame  type  as  the  perfect  type  is  as  surely 
a  fallacy  as  to  maintain  that  the  old  ordi- 
nary was  t]ie  perfection  of  bicycle  design 
and  construction,  which  was  the  prevailing 
belief  at  the  time. 

At  the  present  time  the  most  popular  and 
the  prevailing  form  of  motor  bicycle  carries 
its   weight   not   only   of  motor  and   its   ap- 


MORGANTkWRIGHTTlRES 
ARE  GOOD  TIRES 


New  York  Branch:    214-216  West  47th  Street. 


purteuances,  but  of  the  rider  as  well,  high 
above  the  wheel  centres,  excepting  that  class 
of  motor  bicycles  whose  motors  are  placed 
at  the  crank  hanger,  which  in  other  respects 
are  quite  similar,  however.  Owing  to  the 
method  of  starting  the  motor  a  saddle  must 
be  used,  and  here  much  might  be  said  of  the 
discomfort  of  the  saddle  when  little,  if  any, 
pedaling  is  done.  The  rider  is  beyond  reach 
of  the  ground.  He  must  mount  by  the  step 
at  the  rear  axle  or  by  pedal.  In  case  of  the 
front  fork  breaking  there  is  nothing  to  save 
the  rider  from  an  ugly  fall.  The  drive  belt 
running  over  the  large  pulley  on  rear  or 
front  wheel  is  close  to  the  ground  at  one 
point  and  is  thus  constantly  exposed  to  the 
wet  and  dirt  of  the  road. 

That  the  belt  is  far  superior  to  the  sprock- 
et and  chain  for  the  transmission  of  power 
in  these  small  vehicles  because  of  its  flexibil- 
itj-  is  fully  demonstrated  after  many  and  ex- 
haustive experiments,  but  its  great  length 
renders  frequent  adjustments  necessary.  The 
feet  must  always  be  at  opposite  points  in 
the  circle  of  the  pedals.  The  rider  must 
jump  off  when  the  wheel  comes  to  a  stop, 


whicli-  little  exercise  is  dignified  by  the  term 
"dismounting." 

There  is  no  speed  change  gear  device,  so 
that  the  full  power  of  the  motor  cannot  be 
used  to  advantage  in  hill  climbing.  A  hill, 
if  at  all  surmountable  by  motor  power  alone, 
must  be  taken  at  the  full  speed  of  the  motor 
and  vehicle,  otherwise  at  a  great  sacrifice  of 
power. 

The  diamond  frame  motor  bicycle  is  not 
designed  for  the  comfort  and  safety  of  the 
female  rider,  and  it  is  not  a  dignified  and  in- 
viting method  of  travel  for  her,  to  say  the 
least.  Lastly,  the  rider  must  be  a  bicyclist 
of  experience  before  he  can  hope  to  manage 
the  motor  wheel. 

This  criticism  of  the  use  of  the  diamond 
fiame  for  the  motor  bicycle  is  made  so  as 
to  throw  out  in  relief,  as  it  were,  the  objec- 
tionable details,  the  points  to  be  avoided  in 
the  design  of  a  more  ideal  frame  and  driving 
mechanism.  All  attention  and  thought  ap- 
parently has  been  directed  to  perfecting  the 
motor,  to  the  exclusion  of  the  requirements 
of  the  general  riding  public. 

Now  that  the  motor  may  be  relied  upon, 
special  attention  should  be  directed. to  the 
frame,  which  should  be  of  such  design  that 
the  rider  is  considerably  nearer  the  ground; 
he  should  have  a  comfortable  seat  instead 
of  a  saddle,  and  the  greater  part  of  the 
weight  of  the  motor  and  its  appurtenances 
should  be  below  the  wheel  centres.  Some 
change  should  be  made  in  the  pedaling  mech- 
anism which  would  permit  the  use  of  a  seat 
only  high  enough  to  merely  clear  the  rear 
wheel. 

This  suggestion  means  a  radical  change, 
but  in  the  case  of  the  motor  bicycle  its  ac- 
complishment is  well  within  the  possibili- 
ties. Sush  a  design  would  enable  the  rider 
when  coming  to  rest  to  put  his  feet  on  the 
ground  and  remain  seated,  as  in  a  chair. 
There  should  be  at  least  two  speeds,  so  that 
the  full  power  of  the  motor  could  be  used 
on  the  hills  at  a  slow  speed  of  the  vehicle. 
Furthermore,  such  a  design  affords  an  op- 
portunity to  women  to  equally  enjoy  with 
men  the  diversion  and  delights  of  the  motor 
bicycle,  which,  through  the  use  of  the  dia- 
mond frame,  is  now  denied  them. 


Strengthening  the  Rear  Portion. 

Oddities  in  frame  design  continue  to  make 
their  appearance  "on  the  other  side,"  not- 
withstanding the  prevailing  vogue  of  the 
diamond  frame.  One  of  the  latest  is  a  frame 
that  has  the  back  tubes  carried  from  the 
seat  post  junction  to  the  centre  of  the  lower 
rear  forks  instead  of  to  the  rear  axle,  while 
a  supplementary  pair  of  tubes  run  from  the 
rear  axle  to  the  centi-e  of  the  diagonal  tube. 
It  is  claimed  that  this  gives  great  lateral 
stability,  particularly  at  the  bracket,  as  the 
unsupported  length  of  tubing  between  the 
bracket  and  the  back  axle  is  only  half  as 
long  as  usual. 


"Defects  (in  motocycles)  and  How  to  Rem-  • 
sdy  Them."    See  "Motocycles  and  How  to 
Manage  Them."   $1.   The  Goodman  Co..  Box 
€48,  New  York.  ••• 


THE  BICYCUNG  WORLD 


Mcrcstc 


1 


WORLOm 


WILL  SURELY 
IITEIEST  YOE 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of     mechanical 
terms    is    needed  to 
understand    it. 


PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRBUNE  BUILDING, 

NEW  YORK  CITY. 


$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE  COPY  ON  APPLICATIOIU 


r\  ANNOUNCEMENT 


J 


WOLFF-AMERIGAN 


AND 


REGAL 


Bicycles  for  the  season  of  1902  are 
now  ready.'  These  well-known 
lines  of  wheels  are  replete  with  new 
and  meritorious  features. 

Our  salesmen  are  on  the  road 
showing  new  models  and  offering 
a  proposition  that  is  right. 

It  will  afford  us  pleasure  to  hear 
from  dealers  who  are  interested. 


STEARNS  BICYCLE  AGENCY, 

General  Distributors, 
SYRACUSE,   N.  Y. 


THE  BICYCLING  WORLD 


J37 


INFLUENCE  OF  THE  IF 


It  ^Casts  a  Spell  Over  a  Philadelphian  who 
Dreams  a    Lovely  Dream. 


It  is  well  for  us  to  keep  on  conquering 
foreign  markets  and  taking  vigilant  precau- 
tions against  any  interference  with  tbem, 
but  we  may  have  the  consoling  reflection 
that  our  permanent  prosperity  is  not  de- 
pendent upon  the  goodwill  of  foreign  cus- 
tomers and  not  accessible  to  the  jealous  at- 
tacks of  foreign  governments,  says  a  day- 
dreamer  In  the  Saturday  Evening  Post. 

Our  total  export  trade,  which  seems  such 
a  tremendous  thing  to  us  and  to  our  Euro- 
pean rivals,  amounts  to  only  about  $20  for 
each  one  of  our  population.  A  very  little 
improvement  in  the  consuming  and  purchas- 
ing power  of  our  people  would  reduce  that 
trade  to  insignificance. 

Mr.  Fred  A.  McKenzie,  the  author  of  "The 
American  Invaders,"  invites  England  to 
shudder  because  we  sell  American  typewrit- 
ers to  her  to  the  amoimt  of  over  $20,000  a 
week.  That  is  a  trade  worth  having,  of 
course,  but  there  are  people  enough  in  New 
York  City  alone  who  need  typewriters,  and 
have  not  yet  bought  them,  to  double  it. 

There  is  nobody  in  the  United  States,  out- 
side of  the  list  of  millionaires,  who  would 
not  like  to  have  more  or  better  clothes.  If 
every  person  in  the  country  were  able  to 
spend  on  an  average  $10  a  year  more  for 
clothes  than  he  spends  now,  the  volume  of 
trade  in  that  line  would  be  increased  by 
nearly  $800,000,000  annually,  or  more  than 
half  fcbe.  amount  of  our  combined  exports  of 
every  kind. 

If  evei-y  American  family  could  live  In  a 
neat,  comfortable  cottage  of  moderate  cost, 
the  lumber,  iron,  steel,  glass,  paint,  plumb- 
ing and  building  trades  would  have  a  boom 
so  colossal  as  to  dwarf  everything  known  in 
the  field  of  foreign  commerce.  If  every 
American  family  could  have  all  the  meat  it 
wanted,  three  times  a  day,  the  American 
farmer  would  have  no  need  to  concern  him- 
self about  the  German  tariff. 

And  so  on  around  the  whole  circle  of  our 
industries.  Would  it  not  be  worth  while  for 
our  field  marshals  of  business  to  give  some 
attention  to  this  curious  situation?  The 
American  garment  maker  is  trying  to  in- 
duce the  savages  of  Africa  and  Polynesia  to 
wear  clothes  which  they  are  much  more 
comfortable  without,  because  if  he  cannot 
sell  his  goods  to  them  his  workers  will  not 
be  able  to  buy  anything  to  eat.  The  Ameri- 
can farmer  is  loaded  down  with  things  to 
eat.  and  he  is  tiying  to  foi-ce  them  upon  the 
protesting  Germans,  because,  if  they  do  not 
take  them  off  his  hands,  he  will  not  be  able 
to  buy  anything  to  wear.  Why  cannot  the 
farmer  with  his  ragged  overalls  and  the  gar- 
ment maker  with  his  pinched  stomach  make 
a  trade?  Why  cannot  the  people  who  make 
bicycles  and  automobiles  find  buyers  among 
the  people  who  make  hats  and  shoes? 

The  consuming  power  of  this  country  is 


absolutely  unlimited.  Nobody's  wants  are 
ever  satisfied.  The  more  one  has  the  more 
he  thinks  he  needs.  The  only  reason  why 
we  do  not  all  live  in  palaces,  with  mosaic 
floors,  silken  upholsteries  and  marble  baths, 
and  have  fast  horses,  automobiles  and 
yachts,  is  that  we  cannot  produce  enough  to 
pay  for  them.  Will  anybody  explain,  then, 
why  it  is  that  we  are  always  complaining  of 
underconsumption  and  overproduction? 


CEYLON  AS  A  MARKET. 


Magnificent  Roads  Hake  it  a  Paradise  but 
the  Demand  is  not  in  Keeping. 


How  to  Test  Rubber. 

At  its  best  rubber  falls  very  far  short  of 
perfection.  Its  limitations  are  very  soon 
reached,  and  the  attempt  to  exceed  them  is  a 
vain  one.  Consequently  the  knowing  ones 
take  rubber  as  it  is,  make  the  most  of  its 
undoubted  excellencies  and  do  not  expect  iln- 
possibilities. 

In  the  manufacture  of  rubber  tires,  and 
especially  of  inner  tubes,  it  is  a  lamentable 
fact  that  much  poor  rubber  has  been  used. 
The  knowledge  that  the  very  best  quality  is 
needed  to  give  the  best  results  has  not  al- 
ways availed  to  bring  about  such  a  consum- 
mation. Tire  troubles  have  very  naturally 
followed  the  use  of  bad  rubber,  and  fre- 
quently their  origin  has  been  lost  sight  of  or 
assigned  to  other  reasons. 

The  rubber  expert  can,  of  course,  tell  in 
an  instant  whether  adulteration  has  taken 
place.  But  the  ordinary  rider  is  usually  at 
sea  in  the  matter,  learning  only  by  experi- 
ence that  while  he  has  paid  for  a  good  tire 
or  tube  he  has  had  a  bad  one  passed  off 
on  him. 

Pure  Para  rubber  sheet,  if  stretched  and 
examined  against  a  light,  should  be  slightly 
buff'  in  color,  but  should  be  clean  and  almost 
transparent,  whereas  a  composition  looks 
dirty  and  uneven  in  texture.  Pure  rubber 
will  stand  a  large  amount  of  stretch,  and 
should  recover  its  original  shape  and  size 
afterward.  It  shows  clear,  bright,  almost 
polished,  edges  when  torn,  whereas  poor  rub- 
ber is  dull. 

Pure  rubber  will  float  in  water;  compo- 
sition will  sink,  and  the  greater  the  propor- 
tion of  foreign  matter  the  quicker  the 
sinking. 

Oldest  Cycle  Firm  to  Reconstruct. 

Another  old-established  English  cycle  con- 
cern is  booked  for  a  reorganization.  This  is 
the  Swift  Cycle  Co.,  and  it  is  proposed  to 
cut  the  ordinary  share  capital  from  $1,000,- 
000  to  $200,000.  Of  course  there  is  a  great 
outcry  from  the  ordinary  shareholders,  but 
events  seem  to  demand  a  reduction  of  the 
present  enormous  capitalization.  The  Swift 
Co.  was  formerly  the  Coventry  Machinists' 
Co.,  and  is  the  oldest  cycle  firm  in  the  world. 


E.  A.  De  Blois.  representing  the  Veeder 
Mfg.  Co.  and  the  Post  &  Lester  Co..  is  leav- 
ing this  week  for  a  trip  to  the  Pacific  Coast. 
He  will,  of  course,  visit  all  of  the  larger 
cities  en  7-oute. 

A  "dessertspoonful  of  rouge  inserted  in 
the  air  tube"  is  recommended  as  an  unfailing 
means  of  locating  a  puncture,  no  matter  how 
minute.    The  recipe  comes  from  abroad. 


Ceylon  is  another  of  the  Far  Eastern  coun- 
tries from  Avhich  a  quickened  demand  for 
bicycles  is  overdue.  From  all  accounts  the 
island  is  almost  a  cyclist's  paradise;  in  fact, 
that  is  the  verj'  description  given  by  a  visit- 
ing wheelman.    He  writes: 

"Ceylon  in  the  matter  of  roads  is  simply 
the  cyclist's  paradise.  If  you  can,  imagine 
the  most  perfect  piece  of  road  upon  which 
you  ever  cycled,  and  wind  a  ribbon  of  it 
away  into  the  hills  until  you  are  150  miles 
inland,  over  6,000  feet  above  the  sea  level, 
and  in  doing  that  have  not  ridden  one  grade 
so  steep  as  to  Avorry  a  woman,  you  can  un- 
derstand how  carefully  that  road  has  been 
planned,  how  wonderfully  made,  and  how 
cleverly  it  winds  in  and  out  among  the  hills. 

"I  saw  men  coming  down  from  the  hills 
on  free  wheels,  and  for  twenty  miles  at  a 
stretch  they  would  not  have  to  turn  a  pedal; 
yet  so  gradual  is  the  faU  that  neither  did 
they  have  to  use  a  brake.  The  place  is  just 
a  heaven  for  coaster-brakes,  and  it  needs  to 
be   to  counterbalance  the  climate. 

"The  great  main  thoroughfare  is  a  mili- 
tary road,  made  as  only  roads  can  be  made, 
where  100  coolies  get  the  wages  of  one  white 
workingman.  In  Colombo  not  many  bicycles 
are  seen,  and  those  are  mostly  ridden  by  the 
Eurasian,  or  naif-caste.  But  few  ladies  ride." 


The  Helpless  Class. 

"It  is  really  pitiable  to  see  how  helpless 
some  riders  are,"  remarked  the  veteran. 
"You  may  put  a  wrench  in  the  hands  of 
some  of  them  and  tell  them  to  tighten  a 
nut,  and,  by  jingo,  they  won't  be  able  to 
tell  which  way  to  tunn  it  to  screw  it  up. 

"I  came  across  one  of  this  class  a  Sunday 
or  two  ago.  He  was  trying  to  pmnp  his 
tire.  He  pumped  away  until  he  was  red 
in  the  face  and  his  arms  were  aching  with 
the  unwonted  exertion.  But  as  far  as  get- 
ting any  air  into  the  tire  was  concerned  he 
might  just  as  well  have  tried  to  blow  it  in 
with  his  mouth.  He  would  pump  until  he 
was  exhausted;  then  he  would  stop  and  rest, 
and  then  go  at  it  again. 

"I  watched  him  for  a  while,  undecided 
whether  to  help  him  out  or  not.  He  did  not 
deserve  it,  but  he  looked  so  utterly  discour- 
aged that  I  finally  went  over  to  him  and 
asked  to  look  at  the  pump. 

"It  was  just  as  I  expected.  It  had  not 
been  used  for  months,  and  the  washer  was 
dry.  I  unscrev,'ed  the  cap,  and,  flattening 
out  the  leather  washer  at  the  end  of  the 
plunger,  turned  the  edge  down  and  worked 
the  plunger  carefully  into  the  pump  barrel 
so  as  not  to  turn  the  washer  back  again, 
and  the  trick  was  done.  The  pump  worked 
as  well  as  it  did  the  day  it  came  from  the 
factory."  , 


k 


138 


THE  BICYCUNG  WORLD 


^        "Words  of  Others  Tell  the  Story."        ^' 


Mineola,  N.Y., 

Oct.  14,  1901. 
"The  Mitchell  Motor  Bi- 
cycle arrived  on  Saturday  and 
I  am  perfectly  satisfied  as  to 
its  looks  and  running  qual- 
ities. 

I  have  had  considerable  ex- 
perience with  other  makes  of 
motor  bicycles  and  am  satis- 
fied that  you  are  making  the 
best  $200  motor  bicycle  in  the 
world." 

Frank  P.  Seaman. 


niTCHELL  nOTOR  BICYCLE. 


Freeport,  111., 
Oct.  14,  1901. 

"I  must  say  that  for  beauty 
the  Mitchell  Motor  Bicycle 
is  O.  K.,  and  for  running  mine 
at  present  is  equal  to  any. 

I  have  repaired  and  also  re- 
built one  pacing  tandem  for 
Messrs.  Judd  and  Kramer,  of 
Springfield,  Ohio,  and  I  have 

a motor  bicycle  in  the 

shop  now  for  repairs,  from 
Mason  City,  Iowa,  and  it  is 
rather  a  peculiar  looking  af- 
fair. I  wouldn't  trade  my 
Mitchell  for  one  hundred  to 
boot  for  it." 

Fred  Jastram. 


WE  HAKE  A  FULL=LINE  OF  PEDAL=PROPELLED  HITCHELLS,  TOO. 


WISCONSIN  WHEEL  WORKS,  BOX  W,  RACINE  JUNCTION,  WISCONSIN,  ^TT* 


^ 


YOU  CANNOT  AFFORD  TO  TIE  YOUR  HANDS. 


THE  CINCH  COASTER  BRAKE 

IS  SUPERIOR  TO  ANY  OTHER  IN 

OPERATION     .    -  1\  jP^^^^C^Mx       -    -     DURABILITY 


^      We  do  not  fear  competition,  and  only  ask  comparison  of  the  Cinch  with  others.       You  may  catalogue  the  Cinch  with  any 
^  other  and  get  our  lowest  price.     Don't  close  until  you  have  it. 


.  APPEARANCE  .    . 


WORKMANSHIP 


THE  ONE  THAT  COASTS. 
Actual  Trial  Will  Surprise  You.    Send  for  Sample. 


RICCS-SPENCER   COMPANY, 

Manufacturers, 


C.  J.  IVEN  &  CO., 

Exclusive  Seliing  Agents  for  United  States  and  Canada, 
ROCHESTER,  N.  Y. 


^  ROCHESTER,  N.  Y.,  U.S.  A. 


-1m- 


mmmmm 


mmmm 


BRAZING   "VICIOUS" 


5o  says    a  man    who  Favors    flechanical 
Joints — The  Holes  in  his  Argument. 


Years  ago,  when  the  novelty  of  aluminum 
caused  it  to  be  accorded  a  great  deal  of 
attention,  it  was  loolced  upon  as  destined  to 
play  a  large  part  in  cycle  construction. 

Mud  and  chain  guards,  rims  and  many  small 
parts  were  made  of  it,  and  it  was  prophe- 
sied that  it  would  come  into  much  more  ex- 
tended use.  Frames  were  also  manufactured 
from  it,  one  concern  devoting  its  entire  at- 
tention to  an  aluminum  bicycle,  while  others 
were  not  far  behind.  There  was  a  craze  for 
lightness,  and  in  the  popular  imagination  alu- 
minum just  filled  the  bill. 

But  the  movement  never  came  to  any- 
thing. It  never  "caught  on"  to  any  extent 
Avith  the  public,  and  as  a  rival  of  steel  alu- 
minum proved  to  be  a  failure.  Weight  for 
weight,  it  was  inferior  in  strength;  conse- 
quentlj'  there  was  no  saving  in  this  respect 
and  no  advantage  to  be  gained  by  its  use. 

This  ancient  history  is  brought  to  mind  by 
the  expressed  belief  of  a  transatlantic  con- 
temporary that  the  mechanical  joint  may  dis- 
place the  brazed  one.  It  even  asks  if  braz- 
ing is  doomed,  its  putative  successor  being, 
of  course,  the  aforesaid  mechanical  joint. 

It  goes  on  to  contend  that  the  latter  is  a 
success;  that  it  has  been  in  use  for  years  b.y 
at  least  one  prominent  firm,  and  that  othei-s 
of  lesser  note  have  obtained  satisfactory  re- 
sults from  it.  At  the  same  time,  it  points 
out  that  the  brazing  process  is  a  vicious  one 
and  should  be  done  away  with. 

As  is  well  known,  it  asserts,  brazing  re- 
duces the  tensile  strength  of  steel  nearly  25 
per  cent,  and  in  cycle  construction  this  re- 
duction of  strength  takes  place  at  points 
where  it  is  most  important  tliat  the  full 
strength  of  the  material  should  be  main- 
tained. 

Without  asscL-ting  that  the  brazing  process 
is  perfect,  it  may  at  least  be  said  that  it  has 
withstood  such  assaults  as  this  before;  and 
if  they  do  not  make  any  greater  impression 
than  former  ones  there  is  not  much  reason  to 
fear  tliem. 

No  one  doubts  tliat  mechanical  joints  are 
feasible.  But  there  is  a  very  grave  doubt 
whether  there  is  anything  to  be  gained  by 
using  them.  Brazing  may  weaken  the  ends 
of  the  tubes,  but  malcers  long  ago  learned  "to 
put  sufficient  strength  in  their  tubes  to  com- 
pensate for  this.  The  best  proof  of  this  is 
found  in  the  fact  that  frame  breakages  due 
to  burnt  tubing  are  so  rare  as  to  be  an  al- 
most negligible  quantity. 

If  meclianical  joints  are  so  much  stronger 
than  brazed  ones,  why  does  this  not  permit 
a  net  reduction  in  weight?  No  one  will  con- 
tend tluit  it  does;  on  the  contrary,  there  is 
usually  an  increase;  and  an  increase  is  one 
of  the  last  things  the  public  will  stand  at  this 
late  day, 


THE  BICYCUNG  WORLD 


Motor  Bicycles  vs  Automobiles. 

The  comparative  advantages  of  the  motor 
bicycle  and  the  automobile  are  thus  sum- 
marized by  a  physician  who  has  used  both 
forms  of  vehicle: 


>39 


BELT  VS.  CHAIN 


AUTOMOBILE. 

First  cost  high. 
Kimning     expenses 
high. 

Kepairs  high,  some- 
times enormous. 

Four  tires,  subject 
to  puncture. 

Differential  and 
steering  gears. 

Must  have  at  least 
decent  road  for  com- 
parative comfort. 

Can  seat  two  or 
more. 

None  or  little  soil- 
ing and  dust. 

Can  be  used,  rain  or 
shine,  sloppy,  mud  or 
not. 

Needs  place  for 
storage. 


MOTOR    BICYCLE. 

First   cost   low. 
Running    expenses 
low. 

Repairing  practi- 
cally  nil. 

Two  tires,  subject 
to  puncture. 

No  differential  or 
complicated  steering 
gears. 

Can  travel  almost 
any  road  or  cowpath. 

Can  seat  only  one. 

Clothes  must  neces- 
sai'ily  become  soiled, 
and  dusty. 

Cannot  be  used  in 
rainy  weather  or  on 
sloppjr  roads. 

Needs  no  barn  or 
shed  for  storage. 


An  Idea  From  Abroad. 


COMBINED  SADDLE  AND  CAMP  STOOL. 


When    the  War  ends. 

Although  it  lias  been  more  than  a  year 
since  tlie  boom  in  tlie  cycle  trade  that  was  to 
follow  the  end  of  the  war  in  South  Africa 
lins  been  talked  about  in  the  English  papers, 
they  have  not  ceased  to  harp  on  it.  Manu- 
facturers are  admonished  to  be  ready  to 
n;ake  a  descent  on  the  country  the  instant 
tlie  proper  time  comes;  and  even  the  lack 
of  success  in  bringing  the  long  drawn  out 
war  to  a  conclusion  does  not  prevent  their 
touching  on  the  matter  at  intervals. 


Cheapness  vs.   Quality. 

The  bicycle  that  tails  under  the  rider  is 
like  the  bridge  that  drops  under  the  train, 
but  in  one  case,  sagely  remarks  the  Cyclist, 
onl.v  one  neck  is  jeopardized  instead  of  per- 
haps hundreds,  and  the  additional  coal  and 
oil  bills  of  the  "clieap"  locomotive  are  equiv- 
alent to  waste  in  propulsion,  while  the  simile 
between  the  repairs  bill  of  the  locomotive 
and  tlie  bicycle  is  too  obvious  to  need 
mention. 

Italy    Waives   Duties. 

To  encourage  the  development  of  trade, 
tlie  Italian  Government  has  resolved  to  cre- 
ate a  number  of  free  ports,  the  first  to  be 
designated  being  Genoa,  Venice,  Naples  and 
Catania,  which  are  to  be  placed  outside  the 
customs  boundary.  The  trading  firms  in 
tliese  towns  will  have  full  commercial  facili- 
ties. 


Faults  of  Both  Forms  of  Motor  Drive— What 
is  Needed— Spring  Pinion  Suggested. 


It  is  too  early  yet  to  forecast  the  result  of 
the  battle  now  being  waged  between  the 
chain  and  belt  methods  of  power  transmis- 
sion on  motor  bicycles.  The  advocates  of 
the  belt  have  a  very  poor  opinion  of  the 
chain,  and  vice  versa;  and  this  regardless  of 
the  fact  that  neither  is  altogether  satisfied 
with  the  particular  drive  that  he  is  using. 

The  two  systems  are,  of  course,  diametri- 
cally opposed.  The  belt  will  slip,  try  as 
users  will  to  prevent  it.  No  amount  of 
tightening,  no  adoption  of  a  V  or  half-round 
or  other  shape,  avails  to  overcome  this  weak- 
ness; if  it  can  be  brought  within  reasonable 
bounds  that  is  all  that  can  be  expected.  Sim- 
ilarly, the  chain  cannot  be  made  to  abate 
one  jot  of  its  positiveness.  Every  particle 
of  power  communicated  to  the  shaft  is  re- 
flected in  the  chain,  and  something  must  go. 
Usually  it  is  the  entire  machine,  of  course, 
that  is  driven  forward  in  the  usual  manner, 
but  occasionally  it  is  the  chain;  and  then 
there  is  the  deuce  to  pay. 

Until  some  one  hits  upon  a  happy  mean — 
some  way  of  making  the  chain  less  positive 
or  the  belt  more  positive — there  will  continue 
to  be  trouble. 

A  suggestion  is  made  that  the  use  of  a 
spring  in  the  hub  pinion— something  on  the 
order  of  the  spring  chain  wheel  which  some 
one  brought  out  a  few  years  ago — might  do 
the  trick.  It  is  claimed  that  this  would 
allow  chains  to  be  used  to  greater  advantage 
by  supplying  the  elasticity  requisite  to  ab- 
sorb the  vibration  afid  shock  of  the  motor, 
while  still  maintaining  drive  without  loss  by 
slip,  and  without  requiring  the  constant  re- 
tensioning  of  the  belt  drive. 


When  the  Tide  Turned. 

In  1892,  England's  export  of  bicycles  to 
this  country  attained  a  value  of  $1,277,330. 
In  1897,  the  tide  had  turned,  the  United 
States  hi  tliat  year  shipping  to  the  United 
Kingdom  .$2.29.".,G20  worth  of  bicycles  and 
receiving  in  return  but  $121,540  worth,  which 
represented  the  expiring  gasp  of  the  foreign 
bicycle  in  America. 


One  Sign  of  Promise. 

As  one  of  the  signs  not  without  significance 
to  the  trade,  the  order  for  cycle  path  tags  for 
1902  placed  by  the  Minneapolis  authorities  is 
of  interest.  The  order  calls  for  31,000  tags 
at  $50  per  thousand.  It  was  placed  with  a 
Newark  (N.  .7.)  house. 


Another  way  to  Avoid  Slipping. 

A  new  tire  designed  to  prevent,  or  at  least 
to  lessen,  the  liability  to  sideslip  has  a  pro- 
nounced lioad  running  around  the  centre  of 
the  tread  of  V  shape,  the  Y  being  intersected 
with  notches  at  intervals, 


HO 


THE  BICYCLING  WORLD 


Jobbers  be  Wise! 


Handle  these 
Goods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


PENNSYLVANIA  RUQSER  CO. 
ERIE.    PA, 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK  CHICAGO  BOSTON 

fiUFFALO  PHILADELPHIA 


Improvement  is  still  the  order 
of  the  age. 

THE  FORSYTH 
IS  A  COASTER  BRAKE  OF  TO-DAY 

not  of  yesterday. 


It  embodies  more  real  improvements  than  any 

other  on  the  market — not  merely  alterations, 

mind  you,  but  genuine  improvements. 

YOU  SHOULD  NOT  PERMIT  YOURSELF  TO  REMAIN 
IN  IGNORANCE  OF  THEM. 

It  will  afford  us  pleasure  to  post  you, 

FORSYTH  MFG.  CO.,  -  BUFFALO,  N.  Y. 


WATCH 


THIS  SPACE 


and  you  will  see   the  cut 
of    a    bicycle    you   want. 


MADE  BY  THE 


MILWAUKEE  CYCLE  CO. 


251    LAKE  ST.,  MILWAUKEE,  WIS. 


MANUFACTURERS  OF 

Century  Cycles 


STAR    RECORD    BRIDGEPORT 


1902  MODEL  PEDALS 


NOW  READY. 


Send  for  Quotations  and  Particulars. 


THE  BRIDGEPORT  GUN  IMPLEMENT  CO. 


313-317  BROADWAY,  NEW  YORK. 


nr 


THE  BICYCLING  WORLD 


14) 


The  Week's  Patents. 

685,756.  Velocipede.  Charles  H.  Gifford, 
Syracuse,  N.  Y.  Piled  Sept.  1,  1900.  Serial 
No.  28,770.    (No  model.) 

Claim.— 1.  A  velocipede  comprising  a  driv- 
ing shaft  provided  with  a  sprocket  wheel,  a 
revoluble  driven  member,  a  sprocket  wheel 
movable  independently  of  the  driven  member 
and  having  its  axis  substantially  coincident 
with  the  axis  of  the  said  driven  member,  an 
idler,  a  chain  connecting  the  sprockets  and 
idler  and  actuated  by  the  rearward  rotation 
of  the  driving  sprocket  for  rotating  the 
driven  sprocket  forwardly,  and  a  clutch  mem- 
ber actuated  by  the  forward  movement  of 
the  driven  sprocket  for  locking  the  driven 
member  thereto. 

685,806.  Lamp.  Henry  W.  Weber,  West 
Bay  City,  Mich.  Filed  March  28,  1901.  Serial 
No.  53,313.    (No  model.) 

Claim. — 1.  In  combination  with  a  lamp 
having  a  front  lens  and  two  colored  side 
windows;  flat  doors  hinged  to  the  lamp  at 
the  rear  edge  of  each  pane,  the  forward  end 
of  each  door  having  an  inwardly  turned 
flange  adapted  to  overlap  the  lens  when  the 
doors  are  closed;  a  reflector  on  the  inside 
surface  of  each  door,  and  means  for  locking 
the  edges  of  the  flanges  together  when  the 
doors  are  closed. 

085,850.  Velocipede  Driving  Mechanism. 
Frank  A.  Kelley,  Susanville,  Cal.  Filed  May 
28,  1901.    Serial  No.  62,287.    (No  model.) 

Claim.— 1.  A  bicycle  saddle  pivoted  to  turn 
laterally  on  a  support  in  the  vertical  longi- 
tudinal plane  of  the  bicycle,  and  provided 
with  jointed  rods,  in  combination  with  the 
rods  jointed  to  frame  and  the  rods  jointed  to 
said  rods  as  well  as  to  the  pedal  cranks  as 
shown  and  described. 

685,993.  Carburetter  for  Explosive  Engines. 
Francis  Le  Blon,  Billaucourt,  France.  Filed 
Nov.  21,  1900.    Serial  No.  37,312.    (No  model.) 

Claim.— 1.  In  the  carburetter  of  the  class 
described,  the  combination  with  a  receptacle, 
a  liquid  inlet  in  the  bottom  of  same,  and  a 
controlling  valve  for  said  inlet,  of  a  suitable 
ttoat  within  the  receptacle  and  suitably  con- 
nefted  with  said  controlling  valve,  a  second 
receptacle  secured  to  and  arranged  within 
tiie  outer  receptacle,  a  suitable  ejector  at  the 
centre  of  the  inner  receptacle  and  commu- 
nicating with  the  interior  of  the  outer  re- 
ceptacle, a  suitable  cover  above  said  recep- 


tacles, means  for  admitting  air  into  the  car- 
buretter, an  outlet  pipe  carried  by  said  cover 
and  extending  around  the  ejector,  means  for 
heating  the  air  admitted  into  the  carburetter, 
and  means  for  heating  the  mixture  of  hydro- 
carbon and  air,  substantially  as  set  forth. 

686,034.  Bicycle  Frame.  Charles  S.  Dike- 
man,  Torrington,  Conn.  Filed  Dec.  28,  1898. 
Serial  No.  700,138.    (No  model.) 

Claim. — In  a  bicycle  frame,  the  combina- 
tion with  the  bars  or  tubes  thereof,  of  a 
segmental  plate  secured  to  said  bars  or  tubes 
and  connecting  the  same,  a  nipple  projecting 
from  said  segmental  plate  and  entering  one 
of  the  tubes  of  the  frame,  a  sleeve  disposed 
against  said  segmental  plate,  bearings  for 
balls  located  Inside  of  said  sleeve,  narrow 
strips  located  under  the  ends  of  the  sleeve 
and  abutting  at  their  ends  against  the  lower 
edges  of  the  segmental  plate,  the  ends  of 
said  segmental  plate  and  the  lower  faces  of 
said  strips  being  screw  threaded,  and  rings 
screwed  on  the  ends  of  the  segmental  plate 
and  over  said  sti'ips  and  inclosing  the  latter. 

686,044.  Holder  for  Repairing  Bicycles. 
Eugene  W.  Flint,  Pasadena,  Cal.  Filed 
March  1,  1901.   Serial  No.  49,498.   (No  model.) 

Claim. — 1.  A  holder,  for  holding  bicycles 
while  being  repaired,  comprising  two  retain- 
ing rails  having  transverse  notches  in  the 
upper  edges  thereof;  crossbars  attached  to 
the  retaining  rails  at  each  end  thereof;  sup- 
porting legs  centrally  attached  to  the  retain- 
ing rails,  adapted  to  hold  one  end  of  the 
holder,  at  a  time,  in  an  elevated  position. 

686,140.  Vehicle  Propeller.  Robert  C.  Roth, 
Killion,  Ind.  Filed  April  5,  1901.  Serial  No. 
54,527.    (No  model.) 

Claim. — 1.  In  combination  with  a  lever 
comprising  an  upper  section,  an  intermedi- 
ate section  and  a  lower  section,  said  sections 
being  flexibly  jointed  together  and  normally 
extended  in  the  same  direction  by  springs,  a 
movable  support  to  which  the  upper  section 
is  fulcrumed  and  means  to  operate  said  up- 
per section,  substantially  as  described. 

686,156.  Spring  Seat  Post.  George  W. 
Snyder,  Grand  Rapids,  Mich.,  assignor  to 
Charles  H.  Berkey,  Grand  Rapids,  Mich. 
Filed  Oct.  30,  1900.  Serial  No.  34,961.  (No 
model.) 

Claim. — 1.  The  combination  with  a  seat 
post  provided  Avith  a  screw  thread  and  a 
plurality  of  openings,  of  a  seat  support  hav- 


ing a  plurality  of  grooves,  a  plurality  of  balls 
adapted  to  fit  in  said  grooves  and  openings, 
and  a  conical  nut  engaging  with  the  screw 
thread  of  said  post  and  bearing  against  said 
balls,  retaining  the  same  securely  within  said 
grooves  and  openings. 


The  Retail  Record. 

Cold  Spring,  N.  Y.— W.  A.  Ladue  has 
opened  a  repair  shop. 

San  Jacinto,  Cal.— Pierre  Baker,  removed 
to  the  Slater  building. 

Sidney,  Cape  Breton— W.  M.  McNeil,  re- 
moved to  Ross  block.     

Syracuse,  N.  Y.— Spalding  &  Co.,  fire;  loss 
slight. 

Pawtucket,  R.  I.— A.  F.  &  F.  Bray,  fire; 
loss  slight. 

Englewood,  N.  J.— G.  .1.  Scott  has  bought 
out  George  N.  Lemmon,  47  Dean  street. 

Parkersburg,  W.  Va.— J.  H.  Barlow  has 
purchased  the  business  of  the  Parkersburg 
Cycle  Co. 

South  Norwalk,  Conn.— Fox  Cycle  Co.;  E. 
S.  Bulkley  has  purchased  the  interest  of  E. 
H.  Fox,  and  will  continue  the  business. 

Baltimore,  Md.— William  McAllister;  loss 
by  fire. 

New  York,  N.  Y.— The  Hart  Cycle  &  Auto- 
mobile Co.  has  taken  judgment  for  $103 
against  Edward  F.  Stratton. 

Green  Bay.  Wis.— Oscar  F.  Mann  has  filed 
petition  in  bankruptcy.  His  liabilities  are 
placed  at  !t;5,805.70  and  his  assets  at  $1,- 
383.52.  Exemptions  amounting  to  $800  are 
claimed. 

Charlotte,  P.  E.  I.— Ernest  Rice  has  pur- 
chased the  business  of  Mark  Wrighl  &  Co. 

Pantiac,  Midi.— Beattie  &  Tobin,  removed 
to  Saginaw  street. 

Los  Angeles,  Cal.— A.  C.  Leonard,  closed. 


Recent  Incorporations. 

Evansville,    Ind.— The    .Tenner    Cycle    Co., 
Knoxville,    Tenn.— Southern    Rubber    Tire 

Co.,  with  .$.50,000  capital.     Incorporators,  W. 

R.  Gideon,   R.  W.  Williams,  A.  H.   Martin, 

Pryor    Brown,    William    S.    McCulla,    C.    T. 

Williams,  Alex  McMillan  and  John  W.  Green. 


ii  IT' 


IT'S  H — L  ON  HILLS. " 


MFG.  CO., 


This  was  the  admiring  if  emphatic  remark  of  one  of 
the  many  hundreds  who  have  tried  the  Indian  motor 
bicycle.  We  quote  it  here  because  the  Indian  has 
been  built  to  climb  hills  in  the  belief  that  the  motor 
bicycle  that  will  not  do  so — and  few  of  them  will — is 
a  disappointment.  If  the  bicycle  is  good  on  the  hills 
it  is  good  on  the  level  and  everywhere  else.  Its  com- 
pactness, its  eye-pleasing  lines,  its  power,  its  single- 
lever  control  and  other  features  at  once  place  the 
Indian  in  a  class  of  its  own. 


WE  ARE  NOW  READY  TO  TALK  BUSINESS  AND  APPOINT  AGENTS. 


SPRINGFIELD,  MASS. 


142 


THE  BICYCUNG  WORLD 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 


LIGHT    WEIGHT    RACING    MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N,  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHDE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 


MORSE  rS^lIr  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  prictionless 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

I     sprockets. 

Send  for  Catalogue  and 
Trade  Price  to 

Morse  Chain  Co.,  Tnimansburi:,  n.  y. 


WANTS  AND  FOR  SALE. 

15  cents  per  line  of  seven  words,  cash  with  order. 

\A/ ANTED — Everyone  interested  in  motor  bi- 
cycles to  purchase  "Motocycles  and  How  to 
Manage  Them."  Contains  126  pages  bristling 
with  information.  $1.00  per  copy.  For  sale  by 
The  Goodman  Co.,  1 54  Nassau  St.,  New  York  City. 

"RlCYCLE  and  Auto.  Detachable  Tires.  Pat 
ented  Aug.  13,  1901.  No.  680,486.  Parties 
manufacturing  tires  should  investigate  the  superior 
merits  of  this  tire.  H.  E.  Irwin,  437  Clark  St., 
Galesburg,  111. 


RACING 


M.  Bedell,  of  Lynbrook,  N.  Y.,  did  great 
work  in  the  twenty-five-mile  road  race  of 
the  Kings  Cojnty  Wheelmen  on  Sunday, 
November  10.  There  were  seven  entries, 
the  course  being  the  regular  Baldwin-Hemp- 
stead and  Freeport  triangle,  on  Long  Island. 
Bedell,  who  started  from  scratch,  rode  the 
course  in  1:06,  winning  time  prize. 


About  one  thousand  persons  assembled  at 
the  Vailsburg  track  last  Sunday  and  shiver- 
ingly  witnessed  the  grand  finale  of  the  rac- 
ing season.  In  the  half-mile  professional, 
Kramer,  Freeman  and  Butler  lined  up  in  the 
final  heat.  Butler  took  the  lead  at  the  start 
and  led  until  the  bell,  when  Freeman  went 
'  to  the  front.  At  the  far  turn  Kramer  started 
his  sprint,  and  when  the  stretch  was  reached 
lie  was  a  length  in  the  lead.  He  maintained 
this  advantage  to  the  end.  Time.  2:(>12-.j. 
In  the  ten-mile  professional  handicap  .Tolm 
King,  with  a  handicap  of  3S0  yards,  won  in 
27:00  2-5.  He  also  crossed  the  tape  first  at 
the  end  of  everj^  lap  save  one.  Kramer 
dropped  out  at  the  end  of  two  laps,  and 
Butler  fell  back  and  paced  King  for  eight 
miles.  Krebs  (200  yards)  second.  I'^'roem.nn 
(100  yards)  third.  The  one-mile  auiatem- 
handicap  was  won  by  Sclilee  (4U  yards),  Bil- 
liugton  (scratch)  second,  Glasson  (40  yards) 
third.    Time,  2:03  2-5. 


"Motocycles  and  How  to  Manage  Theui"; 
12U  pages,  41  illustrations;  cloth  bound.  $1 
Tb»>  (Joodraan  Co.,  Box  649.  New  Ynrk.     ••• 


r'  ♦♦♦♦♦♦♦♦♦♦♦♦♦»»♦♦♦♦♦♦♦♦♦♦♦♦ 
PAND  AND  FOOT  PUMPS,   1 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
Depots :  aio  Lake  St.,  Chicago. 

42%  Broome  St.,  New  Yorlc 


♦ 


tfi 


PERFECT 


fj 


(aPEMSO) 


OILER. 


For  High  Grade  Bicycles.  The  best  and  neatest  Oiler  in  the 
,narket.  DOES  NOT  LEAK.  The  "  PERFECT  "  is  the 
only  Oiler  that  regulates  the  supply  of  oil  to  a  drop.  It  is  ab^ 
lolutely  unequaled.    Price,  25  cents  each. 

We  make  cheaper  oilers,  also. 

CUSHMAN  &  DENISON,|Mfrs.,  240-242  W.  23d  St.,  NEW  YORK. 


HAS  A  POINT  ONLY  XerN. DIAMETER. 


THE  MAQIC  is  as  good  as  ever.  But  prices  are  dif- 
fererit.  Get  our  new  quotations  for  1902  and  you 
will  be  rijrht  in  it.  You  will  find  it  well  worth  the 
trouble. 

THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEEST.,  CHICAGO,  ILL. 


D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

BsoLUTELr  THE  BEST     Quad  and 
Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


COLUMBIA 


Au-roiviA-ric  gas    laivir 

FOR  BICYCLES,  BUGGIES  AND  MOTOR  VEHICLES. 


Positively  automatic  water  feed,  i.  e  the 
water  feed  is  positively  controlled  by  the 
gas  pressure,  whicli  is  regulated  by  a  gas- 
cock. 

No  carbide  wasted.  Charge  can  be  used 
repeatedly  until  exhausted,  the  same  as  in 
an  oil  lamp. 

Lights  at  once.  Tunis  down  or  out  at 
once. 

Uses  one-half  the  carbide  necessary  in  a 
large  lamp,  and  gives  as  good  a  headlight 
as  the  best. 

Height  sVz  in      Weight  i8  oz. 

5,ooo  of  these  lamps  in  use  on  buggies, 
carriages  and  motor  vehicles  in  Chicago 
this  year. 

We  maintain  prices. 

We  carry  the  stocks  ourselves,  and 
you  can  return  surplus  lamps  at  the 
end  of  the  season. 
It  is  not  necessary  for  us  to  offer  prizes. 


Our  goods  are  sold  on  their  merits  alone. 

Fine  art  calendar  for  1902  mailed  free  to  the  trade  on  receipt  of  letter  head. 

HINE-WATT  MFG.  CO.,  60  WABASH  AVE.,  CHICAGO,  ILL. 


If  Ydu  Desire 
Complete  Motor  Bicycles 

You  cannot  get  a  better  one  than 

THE   MARSH. 

If  You  Desire 
to  Build  Your  Own  Motor  Bicycle 

We  can  supply  everything  which  you  require 
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The  Motor  Cycle  Mfg,  Com,  Brockton,  Ma99f 


-n 


\ 


Volume  XLIVr 


The  Bicycling  World 


*  "  AND  MOTOCYCLE  REVIEW. 

In  which  ii  incorporated  **  The  Wheel  and  Cycling  Trade  Review  "  and  the  **  American  Gycllit'' 
New  York,  U.  S.  A.,  Thursday,  November  21,  1901. 


No.  8 


CROSBY  m  THE  BREACH 


Blocks     Snyder's    Surrender    of    Bottom 
Bracket  Suit— Snyder  Denounced. 


When  the  treasury  of  the  Cycle  Trades 
Protective  Association  became  exhausted 
last  winter  and  it  seemed  that  the  suit  of 
the  American  Bicycle  Co.  vs.  the  H.  P.  Sny- 
der Mfg.  Co.  for  alleged  infringement  of  the 
Smith-Owen  bottom  bracket  patent,  which 
the  association  vv^as  defending,  would  go  by 
default,  five  members  entered  into  an  agree- 
ment to  stand  together  and  fight  the  case  to 
a  finish.  The  five  were  the  Crosby  Co.,  the 
Iver  Johnson  Arms  and  Cycle  Works,  the 
National  Sewing  Machine  Co.,  the  Toledo 
Metal  Wheel  Co.  and  the  Snyde    Co. 

Several  weeks  since,  and  without  notice 
to  the  others,  the  Snyder  people  made  peace 
with  the  A.  B.  C.  and  consented  to  the  enter- 
ing of  a  decree  against  them.  The  formal 
motion  to  this  effect  was  made  before  Judge 
Coxe,  in  the  United  States  Circuit  Court  at 
Utica,  N.  Y.,  last  week.  The  motion  was 
urged  by  W.  A.  Redding  for  the  complainant, 
and  was  opposed  by  W.  H.  Dyrenforth  on 
behalf  of  all  parties  to  the  defence,  Snyder, 
of  course,  excepted.. 

After  hearing  the  arguments  Judge  Coxe 
not  only  overruled  the  motion  and  refused  to 
enter  the  decree,  but  ordered  that  the  case 
proceed  with  the  evidence  already  taken  in 
behalf  of  all  the  parties  interested  in  the 
defence  who  have  contributed  toward  defray- 
ing the  expense  of  conducting  it,  and  that 
the  Crosby  Co.,  of  Buffalo,  be  added  to  the 
record  as  an  intervening  defendant.  Judge 
Coxe  based  his  ruling  in  this  case  upon  the 
well  settled  principle  that  "parties  in  a  suit 
include  not  only  those  whose  names  appear 
upon  the  record,  but  all  others  who  partici- 
pate in  the  litigation,  by  employing  counsel, 
by  contributing  toward  the  expenses,  and 
who  in  any  manner  direct  the  course  of  the 
proceedings." 

In  his  argument  for  the  defendants  Mr. 
Dyrenforth  reflected  the  feeling  against  Sny- 
der that  exists.  He  stated  that  the  refusal 
of  the  court  to  countenance  the  Snyder  Co.'s 
surrender  "would  prevent  them  from  profit- 
ing by  their  own  wrong  in  treacherously  vio- 
latins  a  contractural  obligation  toward  the 


other  parties  to  the  contract,  for  whom  it 
had  acted  as  trustee  in  the  interests  of  all 
the  parties";  he  charged  that  the  Snyder  Co. 
"had  abused  the  confidence  placed  in  it 
by  trying  to  betray  the  others,  taking  unfair 
advantage  of  its  position  as  defendant  of 
record,  and  as  the  one  given  charge  of  the 
direction  of  the  defence  in  behalf  of  all  con- 
cerned under  the  contract." 

The  defendant's  attorney  also  took  advan- 
tage of  the  opportunity  presented  at  the 
hearing  of  this  motion  at  Utica  to  present 
to  the  court  a  motion  for  a  rule  on  Mr.  Red- 
ding to  produce  for  use  in  the  Snyder  suit 
the  testimony  and  exhibits  that  were  ad- 
duced in  the  former  suit  on  the  bottom- 
bracket  patent  of  Owen  vs.  Pope  Mfg.  Co. 
before  Judge  Townsend,  at  Hartford,  Conn., 
but  which  was  discontinued,  all  the  evidence 
in  that  suit  being  suppressed  and  having 
come  into  the  possession  of  Mr.  Redding 
when  the  patent  was  bought  by  the  A.  B.  0. 
Judge  Coxe  granted  the  motion  as  to  certain 
exhibits  specified  in  it,  with  leave  to  renew 
the  motion  for  the  production  of  more  of  the 
suppressed  evidence  upon  showing  it  to  be 
material  to  the  issjies  in  the  suit  against  the 
H.  P.  Snyder  Mfg.»Co. 

The  substitution  of  the  Crosby  Co.  a&  the 
defendant  in  this  case  practically  disposes 
of  the  separate  case  brought  by  the  A.  B.  C. 
against  Crosby,  and  renders  unnecessary  the 
retaking  of  the  evidence  adduced  in  the 
Snyder  case;  that  suit  will  now  be  held  in 
abeyance. 

It  is  alleged  by  his  late  colleagues  that  in 
return  for  his  recognition  of  the  patent  and 
consent  to  the  entering  of  the  decree  Snyder 
was  to  receive  a  free  license  and  a  release 
from  all  claims  for  past  infringements,  he 
on  his  part  agreeing  to  henceforth  purchase 
60  per  cent  of  his  parts  from  the  Automo- 
bile and  Cycle  Parts  Co. 

The  Snyder  company  assert  that  the  charge 
that  they  arranged  their  settlement  with  the 
A.  B.  C.  without  the  knowledge  of  the  other 
parties  to  the  defence  is  untrue.  They  ad- 
vance as  proof  the  fact  that  all  parties  were 
notified  to  attend  the  hearing  at  Utica  be- 
fore Judge  Coxe.  The  Snyder  people  do  not, 
however,  make  plain  whether  they  or  the 
court  caused  the  notices  to  be  served,  or 
whether  they  informed  their  former  col- 
leagues when  they  first  entered  into  negotia- 
tions with  the  complainant. 


PALLING  OF  THE  OLIVE 


Court  Asked  to  Declare  it  Bankrupt— Note  for 
$10,000  Disputed  on  Grounds  of  Usury. 


Efforts  to  throw  the  Olive  Wheel  Co., 
Syracuse,  N.  Y.,  into  bankruptcy  are  now 
being  made,  with  every  prospect  that  the 
effort  will  succeed. 

Application  to  that  end  was  made  last 
week  to  Judge  Coxe,  of  the  United  States 
Circuit  Court.  The  names  of  the  creditors 
of  the  company  who  are  behind  the  action 
are  not  disclosed  for  the  present  until  sub- 
poenaes  are  issued.  It  is  also  understood 
that  Francis  W.  Gridley,  president  of  the 
company,  and  other  large  stockholders,  will 
not  oppose  the  proceedings.  In  the  case  of 
incorporated  companies  voluntary  petitions 
in  bankruptcy  cannot  be  maintained. 

The  bankruptcy  proceedings  follow  the 
levy  on  a  portion  of  the  Olive  company's 
assets  under  execution  issued  on  a  judgment 
for  $221.48  taken  against  the  Olive  Wheel 
Co.  by  William  D.  Andrews.  The  property 
is  advertised  to  be  sold.  It  is  held  to  be  an 
act  of  bankruptcy  for  such  a  levy  to  be  made 
and  the  property  to  be  advertised  when  no 
action  to  stay  the  sale  or  vacate  the  levy 
is  taken  by  the  defendant  before  five  days  of 
the  time  set  for  the  sale. 

Several  levies  have  been  made  under  exe- 
cution on  other  judgments  taken  against  the 
company,  but  until  the  Andrews  levy  was 
made  they  have  been  vacated  or  withdrawn. 

Mr.  Gridley  has  made  the  statement  that 
the  offer  of  compromise  made  to  the  cred- 
itors was  accepted  by  a  number  of  those 
holding  the  larger  claims.  An  extension  of 
time  was  also  asked,  but  it  is  said  that 
some  of  the  creditors  refused  to  comply  with 
the  request.  While  nominally  placed  at 
$50,000,  it  is  not  believed  that  the  Olive  as- 
sets are  worth  more  than  $5,000. 

An  action  to  have  a  promissory  note  for 
$10,000  made  by  the  Olive  Wheel  Co.  and 
indorsed  by  Mr.  Gridley  for  $10,000  declared 
void,  and  to  set  aside  the  transfer  of  capital 
stock  of  the  Salt  Springs  National  Bank  and 
the  Syracuse  Cigar  and  Tobacco  Co.  given 
as  collateral  security,  is  on  the  calendar  of 
the  Special  Trial  Term.  The  grounds  on 
which  this  is  asked  are  that  $100  was  ex- 
torted usuriously  when  the  note  was  made. 


150 


THE  BICYCUNG  WORLD 


SCREW  STANDARDS 


British  Trade  Takes  a  big  Stride  Forward- 
The  new  Scale  Adopted. 


Wli;it  is  undoubtedly  the  longest  step  in 
tlic  direction  of  the  standardization  of  screw 
threads  was  taken  recently  in  England. 

As  was  stated  in  these  columns  a  few 
weeks  ago.  the  Cycle  Engineers'  Institute 
has  been  working  on  the  matter  for  some 
time.  As  a  result  of  this  a  comprehensive 
plan  for  a  new  set  of  standards  has  been 
submitted  by  the  council  of  the  institute  to 
that  body  for  approval.  No  trouble  was  ex- 
perienced in  obtaining  the  indorsement  of 
the  institute,  and  it  is  now  "up  to"  the  trade 
to  take  such  action  as  is  necessary  to  make 
the  new  system  a  success.  Sufficient  indorse- 
ment has  already  been  received  to  make  this 
almost  certain. 

The  aim  has  been  to  reduce  the  number 
of  different  threads  as  much  as  possible, 
while  at  the  same  time  having  them  conform 
with  some  degree  of  closeness  to  those  now 
i  nuse  in  the  different  factories.  Both  of 
these  objects  have  been  attained.  In  fact, 
it  is  remarkable  how  the  difficulties  in  the 
way  disappeared  as  soon  as  the  subject  was 
rigorously  attacked.  The  differences  were 
found  to  be  much  less  irreconcileable  than 
was  generally  siipposed,  the  changes  ren- 
dered necessary  if  a  standard  was  to  be 
conformed  to  much  less  radical.  There  ap- 
pears to  be  a  very  hopeful  feeling  regarding 
the  adoption  of  the  report  by  the  Institute. 

The  new  standards  are  set  forth  in  the 
appended  tables. 

TABLE     NO.     I. 

Diameters  Threads         Diameters  Threads 

in  inches,  per  inch.  in  inches,  per  inch. 


.050  to 

.084 

62 

.155  to     .199           32 

.08&  to 

.099 

56 

.200  to  1.000           26 

.100  to 

.124 

44 

Above 

■     1 . 000           24 

.125  to 

.154 

50 

TABLE 

S'O 

S".  "■ 

X  r~ 

2  ~'" 

3  B 
g  2- 

:s  '_^ 

'u      •*- 

—  ft> 

m 

2. "' 

S  7 

K  • 

Threads  per  Inch. 

.056 



17 

62 

right  hand 

.064 



16 

62 

right  hand 

.(172 

— 

15 

(i2 

right  hand 

.  ()S(  t 

— 

14 

(i2 

right  hand 

.092 



13 

56 

right  hand 

.IM 



12 

44 

i-ight  hand 

.125 

% 

— . 

40 

right  hand 

.354 

— 

40 

right  hand 

.  175 

— 

— 

32 

right  hand 

.1875 

3-Ki 

— 

32 

right  hand 

.250 

% 

— 

26 

right  hand 

.260 

— 

— 

26 

right  hand 

.281 

— 

'  —. 

26 

right  hand 

.3125 

5-16 

— 

26 

right  hand 

.375 

%. 



26 

right  hand 

.  5625 

9-16 

— 

20 

right  &  left 

1.000 

1 

— 

26 

right  hand 

1.290 

— 

— 

24 

left  hand 

1.370 

— 

— 

24 

right  hand 

1.4:{75 

17-16 

— 

24 

left  liand 

1 .  500 

lU- 

_ 

24 

right  hand 

In  arriving  at  their  conclusions  the  council 
has  been  Influenced  principally  by  the  fol- 
lowing considerations: 

The  general  practice  as  shown  in  the  re- 
turns of  the  various  makers. 

The  desirability  of  reducing  the  number  of 
pitches  to  a  minimum  and  avoiding  tlie  use 
of  more  than  one  pitch  for  parts  of  the  same 
diameter. 

The  fact  that  modern  material  admits  of 
different  ti'eatment  ^om  material  which 
was  i  nuse  when  earlier  forms  of  threads 
were  introduced. 

The  altered  methods  of  production  of 
screws  and  screwed  parts,  arising  from  the 
use  of  automatic  machinery. 

The  uniform  practice  in  a  few  special 
cases  in  which  standardization  practically 
exists. 

It  will  be  noticed  tliat  the  council  recom- 
mends 26  threads  per  inch  for  all  spindles 
and  clip  bolts,  and  in  fact  all  parts  between 
.200  inch  and  1  inch.  In  view  of  the  fact 
that  a  number  of  firms  gave  in  their  returns 
24  threaels  for  these  parts,  it  is  necessary 
tliat  reason  should  be  advanced  for  recom- 
mending 26  threads.  It  v.^as  found  that  the 
prevailing  tendency  in  establishing  new 
parts  was  to  favor  finer  threads,  particularly 
on  parts  by  Avhich  adjustments  are  effected. 
In  other  parts,  such  as  ball  head  lock  nuts 
and  cotter  pins,  it  was  considered  that  the 
strength  of  the  pai-fs  was  more  effectually 
retained  than  if  the  coarser  pitch  were 
adopted. 

The  council  recognized  that  the  exigencies 
of  design  will  call  for  other  diameters  tlian 
those  set  out  in  Table  II.  (though  the  pro- 
posed pitch  in  relation  to  the  diameter  may 
always  be  maintained,  but  to  ensure  inter- 
changeability  of  free  wheel  clutches  and  the 
like,  and  certain  nuts  and  bolts,  they  par- 
ticularly recommend  that  the  exact  diam- 
eters of  threads  cited  for  hub  ends,  wheel 
spindles,    head   locking   pins,    cranlv   cotters, 

NO.     II. 


Suitable  for  such  parts  as— 


Spokes. 

i^pokes. 

Spokes. 

Spokes. 

Spokes. 

Spokes. 

Small  screws,  .ms  used  in  free  wlicel 

("liain  coupling. 

Chain  adjusters,  'irake  screws,  etc. 
Crank  cotters. 


Front  hub  axles,  seat  and  head. pins,  and  sad- 
dle clip  bolts. 

Back  hub  axles.  " 

Pedal  pins.  , 

Steering  column. 

Hub  lock  ring. 

llul)  chain  wheel. 

.Miiltiplet.  motor,  oi-  Inihs  willi  .l-Ki  inch  bnlls 
lock  ring. 

Multiplet.  motor.  oi-  hubs  with  5-16  inch  l)alls 
chain  wheel. 


and  seat  lug  bolts  respectively  be  adhered 
to  as  being  those  at  present  more  generally 
used. 

The  form  of  thread  which  the  council  rec- 
ommends is  one  having  a  contained  angle 
of  60  degrees,  with  one-sixth  of  the  pitch 
taken  off  at  the  top  and  left  at  the  bottom, 
the  resulting  top  and  bottom  being  rounded 
o  a  radius  of  one-sixth  of  the  pitch.  After 
considerable  research  among  the  records  and 
tabulated  data  of  engineering  practice  in 
England  and  abroad,  it  is  felt  that  the  angle 
suggested  is  being  recognized  as  the  most 
mechanical,  and  as  the  one  for  which  tools 
and  gauges  can  be  most  readily  produced 
within  commercial  limits  of  accuracy. 

Practice  has  also  proved  that  the  recom- 
mended form  is  particularly  suited  for 
scre^ylng  dies  and  the  screwing  tackle  gen- 
erally employed  in  repetition  work.  Inas- 
much as  many  of  the  threads  at  present  in 
use  have  been  developed  from  hand  chasers, 
it  is  believed  that  there  is  a  considerable 
form  in  the  direction  of  a  shallower  thread, 
as  recomii:  ended  by  the  council. 


Each  Will  Sell  its  Own  Tires. 

Through  another  swing  of  the  pendulum 
the  Hartford  Rubber  Works  Co.  has  ceased 
to  market  the  product  of  the  India  Rubber 
Co.,  of  Akron,  and  will  henceforth  confine 
itself  to  the  sale  of  its  own  output. 

As  a  result  the  India  Rubber  Co.  will  not 
only  manufacture  but  sell  its  low  priced 
tires,  among  which  the  New  Bi'unswick  tire 
will  hereafter  be  included. 

It  will  be  recalled  that  about  a  year  ago 
the  Hartford  people  took  over  the  entire  out- 
put of  India  tires  and  marketed  it  through 
their  selling  organization. 


Miller  Joins  the  Firm. 

A.  K.  Miller,  formerly  with  the  Matthews 
&  Willard  Mfg.  Co.,  AVaterbury,  Conn.,  has 
joined  the  jobbing  firm  of  Daniels  &  Walsh, 
of  this  city,  the  style  of  which  is  now  Miller, 
Daniels  &  Walsh,  with  offices  and  salesrooms 
at  63  Reade  street.  They  Avill  market  the 
Duplex,  Meteor  and  Cyclops  gas  lamps,  and 
the  Ever-Ready,  a  new  oil  burner. 


Butler  Returns  to  old  Loves. 

Press  dispatches  from  Butler,  Ind.,  state 
that  the  Butler  Co,,  of  that  place,  will  dis- 
continue the  manufacture  of  bicycles.  The 
concern's  original  lines — Avindmills  and  tanks 
—will  hereafter  constitute  the  product.  It 
is  also  rumored  thiit  vehicles  will  be  added. 


Springfield  Thomas  Quits. 

'I'lie  Thomas  Mfg.  Co.  of  Springfield,  0„ 
will  discontinue  the  manufacture  of  bicycles, 
(•ouftning  itself  hereafter  to  the  production 
of  agricultural  iniploments.  The  concern  has 
cut  no  figure  in  the  trade  for  several  years. 


Recent  Incorporation. 

Webster  City.  Ia,—Neff  Handle  Bar  Co., 
Willi  .%'"),(HIO  capital.  The  officers  are  Cliarles 
Closz,  president:  C.  P.  Smisor.  sccretar.v.  and 
Adolph  Closz,  treasurer. 


THE  BICYCLING  WORLD 


J5J 


CHASING  THE  RAINBOW 


5ome  Sidelights  on  the  Stampede  to  Auto- 
mobiles—"  A  nsels  "  That  Come  not. 


"One  of  the  worst  features  of  the  semi- 
stampede  of  the  cycle  trade  to  the  automo- 
bile Industry  is  the  position  of  the  smaller 
dealers  and  repairmen  who  have  joined  in 
it,"  remarked  the  man  from  Philadelphia. 
"There  must  be  hundreds,  if  not  thousands, 
of  these  little  fellows  throughout  the  coun- 
try who  think  they  see  the  millions  that 
are  not  yet  in  the  automobile  business.  They 
have  raked  their  dimes  together  and  bought 
a  running  gear  here,  a  steering  knuckle  there 
and  other  parts  somewhere  else,  and  at 
great  expense  of  time  and  labor  made  a  few 
parts  of  their  own  and  'embarked  in  the 
building  of  automobiles.'  Some  of  them 
really  have  turned  out  a  vehicle  that  will 
run;  others  have  never  got  their  produc- 
tions outside  their  shops. 

"Most  of  them  seem  possessed  of  the  idea 
that  if  they  can  but  turn  out  one  carriage 
that  an  angel  with  capital  will  perch  on  their 
shoulders  and  buy  them  a  factory.  The  re- 
mainder go  on  the  principle  that,  their  labor 
counting  as  nothing,  they  can  build  more 
cheaply  than  the  big  manufacturers,  and  that 
therefore  men  with  money  in  hand  are  sim- 
ply waiting  to  pay  their  price;  they  figure 
that  the  profit  on  their  first  vehicle  will  en- 
able them  to  build  two  more,  the  profit  on 
these  two  three  or  more,  and  so  on  in  an 
alluring  and  increasing  ratio. 

"If  a  census  could  be  made  of  the  men  who 
have  built,  or  assembled  or  partly  assembled, 
one  vehicle,  I  think  the  result  would  stagger 
a  few  people.  There  must  be  hundreds  of 
them  awaiting  purchasers  or  'angels.'  Am- 
bition is  well  and  proper,  but  there  is  noth- 
ing so  pitiful  as  misdirected  ambition;  and 
just  now  the  automobile  is  responsible  for 
an  awful  lot  of  it:  there  are  chunks  of  it 
laying  loose  in  pretty  nearly  every  Podunk 
in  the  country. 

"The  Bicycling  World  hit  it  about  right 
when  it  said  that  if  one-half  the  energy  and 
enthusiasm  now  being  wasted  or  misdirected 
on  automobiles  were  concentrated  in  the 
cycle  trade,  the  cycle  trade  would  be  a  great 
deal  livelier  and  better  for  it.  The  trouble 
appears  to  be  that  the  average  American 
cycle  tradesman  is  looking  for  100  per  cent 
dividends.  The  year  that  pays  the  10  or  20 
per  cent  with  which  other  merchants  and 
manufacturers  are  content  he  reckons  as 
akin  to  dead  loss.  He  is  looking  for  'big 
money,'  and  the  moment  his  business  fails 
to  earn  it  it  loses  interest  for  him.  Instead 
of  being  satisfied  with  modest  returns  that 
are  likely  to  endure  for  a  lifetime,  the  get- 
rich-quick  type  of  man  promptly  proceeds  to 
let  his  old  business  'slide'  and  to  look  around 
for  something  that  the  world  appears  to  be 
dying  for  at  the  particular  moment. 

"Ask   the  average    cycle    dealer,    'How's 


business?'  and  In  nine  cases  out  of  every  ten 
win  come  the  answer,  'Rotten.'  Discuss  the 
subject  with  the  same  man  for  a  few  mo- 
ments, and  in  about  the  same  proportion  you 
will  finally  obtain  the  deprecating  admission, 
•Oh,  I'm  making  a  living  out  of  it,  and  per- 
haps a  little  more,  but' .    I've  heard  that 

admission  po  often  that  when  it  is  not  forth- 
coming I  am  distinctly  disappointed. 

"Were  I  asked  to  diagnose  the  ailment  of 
the  cycle  trade,  I  should  describe  it  as  a  case 
of  'automobilious  buts.'  Time  alone,  not 
medicine,  will  effect  the  cure." 


LIGHT  THAT  FAILED 


Oil    Man    Explains    the    Obstacle  to   the 
Candle  Lamp  for  Bicycles. 


Australia's  New  Duties. 

The  new  Australian  tariff,  which  went  into 
effect  October  8,  the  full  transcript  of  which 
has  just  reached  these  shores,  of  course,  af- 
fects bicycles  among  other  things.  The  pro- 
visions and  duties,  so  far  as  they  relate  to 
the  cycle  trade,  are  as  follows: 

Bicycles,  tricycles  and  similar  vehicles: 
Vehicles  and  parts  thereof,  cycle  parts  (ex- 
ceut  tires),  plated,  enamelled,  polished  or 
otherwise  completed,  or  brazed  or  permanent- 
ly joined,  including  cycle  accessories,  and 
motor  vehicles,  20  per  cent,  ad  valorem. 

Cycle  parts  not  otherwise  specified,  15  per 
cent,  ad  valorem. 

In  dia  rubber  or  other  hose,  and  manu- 
factures n.  e.  i.,  in  which  India  rubber  forms 
a  part,  including  cycle  and  vehicle  tires,  15 
per  cent,  ad  valorem. 


Sends  Sample   Lamps  Free. 

If  price  talks.  Miller,  Daniels  &  Walsh,  63 
Reade  street,  New  York,  should  cut  quite  a 
swath  in  the  lamp  trade  next  season.  The 
jobbing  quotation  on  their  new  oil  burner, 
the  Ever-Ready,  will  permit  it  to  be  jobbed 
at  50  cents,  and  as  evidence  of  their  faith  in 
tne  article  the  firm  will  furnish  samples 
gratuitously.  The  lanap  is  of  brass,  nickel 
plated,  put  together  without  solder,  and 
stands  5%  inches  high. 


Buyer  Leacock  Resigns  Suddenly. 

R.  J.  Leacock,  buyer  for  the  bicycle  de- 
partment of  the  Norvall-Shapleigh  Hardware 
Cc,  of  St.  Louis,  Mo.,  has  suddenly  resigned 
his  position  with  tliat  company.  Mr.  Lea- 
cock is  one  of  the  best  known  buyers  in  the 
trade,  and  has  built  up  an  enormous  business 
for  his  house.    His  move  is  therefore  in  the 

nature  of  a  complete  surprise,  and  occasions 
much  speculation. 

"Mfg."    Instead  of   "Bell." 

The  New  Departure  Bell  Co.,  Bristol,  Conn., 
has  given  way  to  the  New  Departure  Mfg. 
Co.  The  change,  however,  is  one  of  name 
only,  and  becomes  effective  December  1.  It 
is  in  the  nature  of  a  logical  move,  bells  now 
being  but  one  of  many  articles  manufactured 
by  the  company. 

Victor  Still  in  Balance. 

The  J.  Stevens  Arms  and  Tool  Co.  state 
that  the  report  that  they  had  abandoned 
tlie  manufacture  of  Victor  bicycles  is  pre- 
mature; they  are  still  considering  the  mat- 
ter, and  a  decision  will  probably  be  reached 
by  December  1. 


It  is  a  far  cry  from  candles  to  coal  oil  or 
coal,  apparently,  yet  the  connection  is  a 
very  close  one. 

To  the  lay  mind  the  manufacture  of  can- 
dles is  a  very  simple  matter.  Given  a  sale 
or  a  use  for  them,  the  production  of  a  suffi- 
cient quantity  is  about  as  easy  a  matter  as 
the  procuring  of  a  pound  of  nails  or  a  peck 
of  potatoes.  One  has  but  to  order  the  few 
ingredients  required  and  make  them  up  into 
candles. 

The  ordinary  tallow  dip  may  be  made  in 
this  manner,  and  without  the  expenditure 
of  any  large  amount  of  gray  matter.  But 
wax  or  paraffin  candles  are  quite  a  different 
proposition,  and,  strange  as  it  may  seem, 
the  quantity  of  paraffin  is  limited  and  can- 
not be  exceeded;  at  least,  it  is  not  a  com- 
mercial proposition  to  exceed  it. 

This  conditon  of  affairs  was  ascertained 
by  the  Badger  Brass  Mfg.  Co.  not  long  ago, 
when  they  had  under  consideration  the 
manufacture  of  a  candle  lamp.  There  ap- 
peared to  be  a  demand  for  such  a  lamp 
from  cyclists  who  did  not  care  to  take  the 
trouble  to  keep  oil  or  acetylene  lamps  in  or- 
der. As  was  stated  in  these  columns  at  the 
time,  everything  was  ready  to  go  ahead 
with  the  manufacture  of  the  lamps,  when  it 
was  discovered  that  the  wax  or  paraffin  for 
the  candles  could  not  be  procured  in  this 
country. 

In  a  conversation  with  one  of  the  trusted 
employes  of  the  Standard  Oil  Co.,  the  Bi- 
cycling World  man  learned  why  his  com- 
pany could  not  supply  more  paraffin  than 
they  were  already  doing. 

Paraflin  is  one  of  the  last  products  of 
petroleum,  and  from  every  barrel  or  thou- 
sand barrels  of  the  latter  it  is  possible  to 
extract  just  so  much  paraffin.  Now,  par- 
affin is  a  commodity  that  is  very  much  in 
demand.  It  is  used  not  only  to  make  can- 
dles, but  all  sorts  of  insulating  materials 
and  a  large  number  of  other  articles.  The 
regular  demand  is  great  enough  to  absorb 
all  that  can  be  produced,  and  when  any  new 
demand  arises,  or  any  increase  in  the  pres- 
ent one,  there  is  no  reserve  product  to 
meet  it. 

Consequently,  when  a  call  was  made  for 
more  paraffin  the  Badger  Co.  struck  a  snag. 
There  was  just  enough  of  it  produced  to  go 
around,  and  any  extra  demand  must  result 
in  a  shortage  somewhere  or  an  increase  in 
price,  the  only  alternative  being  an  increase 
in  the  production  of  refined  petroleum. 

The  latter  was,  of  course,  out  of  the  ques- 
tion, for  the  reason- that  it  would  upset  the 
balance,  always  preserved  with  difficulty, 
now  maintained  in  the  production  of  petro- 
leum products.  Hence  the  demand  for  more 
paraffin  was  received  with  dismay  instead 
of  joy,  and  such  a  gloomy  picture  painted  of 
the  difficulty  of  getting  it  at  present  prices 
that  the  whole  scheme  fell  through. 


t52  THE  BICYCLING  WORLD 

THE  NATIONAL  CHAINLESS  WAS  FAR  THE  BEST 
.     .     .     WHEEL  I  EVER  MOUNTED.     .     .     . 


Grand  Haven,  Oct.  14,  1901. 
Gentlemen : — I  have  nothing  but  praise  to 
offer  regarding  the  National  Chainless.  The 
one  I  got  for  my  personal  use  was  far  the  best 
wheel  I  ever  mounted,  and  so  say  at  leasy  fifty 
of  our  citizens  who  have  had  the  pleasure  of 
riding  it.  We  want  to  make  your  line  our 
leader  in  1902. 

Yours  respectfully, 

McCAY  BROS. 


THE  NATIONAL  IS  WORTH  HAVING  AS  A  LEADER. 
WHEN  DO  YOU  WANT  TO  SEE  OUR  TRAVELER? 


NATIONAL  CYCLE  MFC.  CO., 


BAY  CITY,  MICH. 


VOIl 

rAXTivnT   nn   it 

I  V-/  U      ^i^i  "^i-^vyi       i^vy     **• 

? 

f 

You  cannot  buy  the  best  tires  at  the  price  of  the  poorest.     Good 
rubber,  good  fabrics  and  good  workmanship,  like  refined  gold,  com- 
mand a  certain  market  price.     If  you  pay  less  than  this  price  you  get 
an  inferior  article. 

FISK  1  IRR.S 

are  sold  at  the  lowest  price  at  which  the  best  tires  can  be  sold.    They 
are  also  sold  at  the  highest  price  you  need  pay  in  order  to  get  the 
best.     If  you  pay  more  than  the  price  of  the  Fisk  you  pay  for  some- 
thing of  no  value  to  you.      If  you  pay  less  than  the  Fisk  price  you 
get  a  poorer  tire. 

, 

FISK  RUBBER  COMPANY,        =        CHICOPEE  FALL 

BOSTON,                           SPRINQFIELD,                           NEW  YORK.                     PHILADELPHIA, 

604  Atlantic  Ave.                 40  Dwlght  St.,                      83  Chambers  St.                  916  Arch  St. 
BUFFALO,                                         DETROIT,                                         CHICAGO,                                         SAN 
28  W.  Genesee  St.                          252  Jefferson  Ave.                      54  State  St. 

.5,  MASS.          1 

SYRACUSE,                             1 

423  So.  CI 
FRANCISCO, 
114  Second  S 

nton  St,       ■ 

Mil 


"'       --^ 


n^HE 


yj3^ 

FOUNDED^ 

•1877^ 

and;v^:^rOCYCLE  REVIEW*^^ 

In  which  is  Incorporated 
'  .ne  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  GOOOMHN  e©MPaNY, 

123»12S  Tribune  Building. 

(154  Nassau  Street) 

NEW  Y©RK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


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Entered   as   second-class   matter   at   the   New  York,  X.  Y., 
Post  Office,  September,  icjoo. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

85^""  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

d^^  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


Nbw  York,  November  21,  1901. 

One  Way  to  Better  Trade. 

While  It  was  natural  that  the  fizz  and  fire- 
works should  subside,  the  almost  utter  ab- 
sence of  cycling  enthusiasm  that  followed 
the  bursting  of  the  boom  is  difficult  of  full 
appreciation. 

That  the  trade  itself  is  responsible  in  a 
great  measure  is  worthy  of  some  consider' 
ation. 

The  suggestion  comes  as  the  result  of  a 
discussion  in  which  the  question,  "Why  do 
you  not  ride  oftener?"  was  put  to  a  wheel- 
man who  within  the  last  year  had  located  in 
this  part  of  the  country. 

In  his  native  place  he  was  noted  as  a 
consistent  rider  and  enthusiastic  clubman 
and  organizer. 

His  reply  to  the  question,  "I  can  find  no 
congenial  spirits  to  ride  with,"  led  to  more 
or  less  similar  admissions  on  the  part  of 


THE  BICYCLING  WORLD 

others  who  had  shared  the  discussion— ad- 
missions which,  it  was  afterward  agreed, 
surprised  even  those  who  made  them. 

It  is  reasonably  safe  to  say  that  at  least  a 
fair  proportion  of  those  who  put  the  ques- 
tion  to  themselves  will  find  themselves  shar- 
ing the  opinion. 

The  dealer's  responsibility  in  the  matter 
can  be  measured  by  his  attitude  in  the  past. 
In  the  good  old  days  before  the  boom,  and 
before  the  boom  brought  fleeting  affluence 
to  the  trade,  the  dealer  was  concerned  in 
every  movement  that  affected  cycling. 

Generally  speaking,  he  was,  if  not  the  pro- 
moter of  it,  he  was  more  than  apt  to  be  in 
the  thick  and  forefront  of  it. 

He  was' a 'big  factor  in  club  life,  in  L.  A.  W. 
work,  in  the  coasting  contests,  the  hill  climb- 
ing contests  and  the  road  races,  in  sidepath 
and  good  roads  endeavor,  and  in  pretty  much 
everything  else  that  aroused  enthusiasm  and 
interest  and  that  advertised  the  bicycle.  He 
was  fessentially  a  cycling  leader  in  his  com- 
munity. 

Does  anything  that  even  begins  to  suggest 
such  a  state  of  affairs  exist  to-day? 
We  all  know  that  it  does  not. 
The  dealer  became  "too  busy  to  ride  with 
his  club"  or  to  devote  a  moment  to  anything 
that  did  not  directly  promise  the  return  of  a 
money  profit. 

He  was  among  the  first  to  abandon  the 
club  and  the  League  and  everything  save  his 
own  immediate  affairs. 

If  afterward  he  ever  had  an  idea  that 
might  have  benefited  the  cycling  interests 
he  could  not  put  it  into  practice  if  he  would; 
usually,  however,  he  rarely  was  burdened  by 
ideas  of  the  sort. 

He  simply  drew  himself  into  a  hole,  and 
there  he  is  peeking  out  of  it  to-day. 

Cycling  clubs  are  few  and  far  between, 
ditto  road  races,  ditto  hill  climbs,  ditto  coast- 
ing contests;  the  L.  A.  W.  has  become  a 
mere  shadow,  sidepaths  are  becoming  grass 
grown  cowpaths,  good  roads  have  become 
the  prattle  of  automobilists.  The  man  or 
woman  who  might  purchase  a  bicycle  if  en- 
thusiasm existed  or  congenial  and  cyclingly 
informed  companionship  was  easily  formed 
must  seek  far  for  it;  the  wheelman  or  wheel- 


J53 

woman  who  would  "ride  more"  were  he  or 
she  sure  of  finding  companionship  at  a  given 
time  and  place  can  be  sure  of  nothing  of  the 
sort. 

Cycling  affairs  have  reached  the  dead  level 
of  monotony,  in  this  country  at  least. 

Abroad  the  monotony  is  far  less  monoto- 
nous. Clubs  have  diminished  in  number,  of 
course,  but  they  are  stUl  of  sufficient 
strength  to  give  the  cycling  interests  life  and 
movement  and  to  make  themselves  heard; 
the  national  organizations  are  in  full 
strength,  the  French  Touring  Club  numbers 
nearly  80,000  members,  and  the  Cyclists' 
Touring  Club  is  as  strong. 
We  have  no  false  ideas  on  the  subject 
The  days  of  big  clubs  and  elaborate  club- 
houses and  processionlike  club  runs  are,  per- 
haps, past  for  all  time. 

We  look  for  no  great  engulfing  wave  of  re- 
newed enthusiasm  that  wUl  carry  the  world 
with  it.  Our  point  is  simply  this:  If  it  is 
anybody's  business  to  create  and  encourage 
and  continue  cycling  interest  and  enthusiasm 
— if  it  is  anybody's  business  to  provide  con- 
genial companionship  and  to  promote  move- 
ments that  advertise  the  bicycle— it  is  the 
cycle  trade's  business;  it  is  the  business  of 
dealers  in  each  particular  city  or  town,  since 
they  are  the  ones  who  reap  the  material 
benefit. 

If  they  are  content  only  to  complain  and  to 
do  nothing  that  will  arouse  and  advertise 
their  interests— the  cycling  interests— they 
are  to  blame  for  their  poor  business  or  ill 
fortune. 

In  this  broad  land  how  many  dealers  can 
ask  themselves  the  question,  "Have  I  done 
anything  to  arouse  or  stimulate  cycling  in- 
terest?" and  answer  it  affirmatively? 
Can  you? 

If  you  have  not  done  so,  if  you  do  not  so, 
who  will? 

Put  the  interrogation  to  yourself  and  face 
it  squarely. 

If  you  care  to  take  refuge  in  the  house  of 
What's-the-nse,  if  you  prate  of  "the  folly  of 
regal vanizing  a  corpse,"  you  will  do  noth- 
ing and  nothing  will  be  done.  You  will  con- 
tinue to  curse  your  luck,  and  the  dead  level 
of  monotony  will  continue. 


154 


THE  BICYCLING  WORLD 


It  is  fallacious  to  contend  that  the  bicycle 
Is  in  the  fullest  sense  a  necessity.  It  is 
cheaper  to  walk  or  use  street  cars. 

Bicycles  will  always  be  purchased,  of 
course,  but  that  business  which  is  devoid 
of  enthusiasm  will  never  command  large  or 
increasing  sales. 
It  must  either  stand  still  or  go  backward. 
It  is  only  the  actual  necessities  of  life — 
the  foodstuffs  and  clothing  and  what  not 
that  are  required  to  sustain  the  vital  spark- 
that  require  no  enthusiasm  to  maintain  their 
volume  of  sales. 

And  the  sales  even  of  these  are  bettered 
by  a  display  of  enthusiasm,  by  an  effort  to 
arouse  public  interest. 
The  Uneeda  biscuit  is  a  case  in  point. 
The  "bargain  sale"  of  dry  goods  or  other 
wares  is  but  a  form  of  commercial  enthu- 
siasm— of  sales  promotion. 

Some  trades,  as  in  these  instances,  can 
arouse  the  interest  by  a  generous  use  of 
advertising  space. 
But  the  cycle  trade  is  not  one  of  them. 
It  is  among  the  number  that  must  rely  on 
indirect  advertising  or  other  effort  for  en- 
thusiasm. 

The  railways  are,  perhaps,  the  most  con- 
spicuous examples  of  this  class. 

The  establishment  and  conduct  of  amuse- 
ment or  recreation  parks  on  their  routes  is 
among  the  street  car  companies'  means  of 
promoting  their  business  and  attracting 
fares. 

The  rich  and  far  reaching  steam  railway 
corporations  are  forever  promoting  excur- 
sions here,  there  and  everywhere  for  this, 
that  or  the  other  purpose  or  alleged  purpose. 
The  railroad  business,  although  assured  of 
a  steady  income,  is  being  boomed  year  in 
and  year  out.  Corps  of  men  are  employed 
for  no  other  purpose. 

The  wine  merchants,  the  brewers  and  hun- 
dreds of  others  engaged  in  business  employ 
kid  gloved  or  ungloved  individuals  who  are 
continually  circulating  among  men  and  diplo- 
matically booming  the  sale  of  their  respec- 
tive wai'es. 

There  are  precedents  without  number  for 
similar  action  by  the  cycle  trade. 


The  keynote  to  the  system  is  the  note. 
Do  something. 

When  nothing  is  done,  nothing  is  the  re- 
sult. 

For  three  years  there  has  been  "nothing 
doing"  by  the  cycle  trade  for  the  cycle 
trade;  and  yet  the  cycle  trade  has  com- 
plained of  nothingness! 

"The  idea  that  a  falling  apple  will  find 
its  way  into  an  open  mouth  never  gave  man 
his  dinner." 

But  the  cycle  trade,  to  all  appearances, 
has  believed  otherwise. 

Its  mouth  has  been  open — there  is  no  deny- 
ing that— but  the  apples  have  fallen  else- 
where. 

"The  apples  fall  to  the  man  who  shakes 
the  tree." 

When  the  cycle  trade  appreciates  the  full 
significance  of  this  precept  and  begins  to 
shake  the  tree  it  will  gather  apples — then 
and  only  then. 

It  is  this  policy  that  we  urge— the  do- 
something  policy,  the  shake-the-tree  policy. 

Do  something  to  make  your  business  in- 
teresting, and  the  public  will  interest  them- 
selves in  it. 

Our  suggestion  is  this:  As  the  men  in 
the  trade  once  interested  themselves  in  cy- 
cyling  affairs  outside  their  oflaces  or  stores, 
so  let  them  interest  themselves  again. 

To  be  specific:  Let  every  man  who  reads 
this  constitute  himself  a  committee  of  one 
on  organization.  Let  him  get  together  a 
few  of  his  fellows— even  a  half  dozen  will 
serve — and,  once  together,  let  a  cycling  club 
be  formed.  Let  the  local  papers  know  of  it; 
many  of  those  now  riding  bicycles  have 
never  had  an  opportunity  to  join  a  club  if 
they  so  desired;  let  cushion  frames,  coaster- 
brakes,  motocycles  be  discussed,  and  let  the 
papers  hear  of  such  doings  from  time  to 
time;  let  riders  know  that  companionship 
is  readily  obtainable;  let  an  occasional  run 
or  race  or  tour  or  coasting  contest  be  under- 
taken; let  some  attention  be  given  the  con- 
dition of  sidepaths  and  roadways— in  a  word, 
let  something  be  done  that  will  create  and 
restimulate  interest  in  cycles  and  cycling. 
If  we  stir  ourselves  we  will  stir  others. 
Every  man  in  the  trade  felt  it  his  bounden 


duty  to  do  so  in  the  good  old  days.  He  can 
do  so  again  if  he  but  tries. 

Try  it! 

Don't  sit  in  your  store  or  at  your  desk  and 
with  a  sickly  smile  exclaim,  "Impossible!" 

TRY    IT! 

It  is  not  impossible,  and  you  have  every- 
thing to  gain  and  absolutely  nothing  to  lose 
by  demonstrating  that  it  is  possible. 

It  is  "up  to  you"  to  prove  that  you  know 
how  to  think  and  to  lead  and  to  promote 
your  business  as  other  men  promote  theirs. 

Will  you  do  so  or  will  you  acknowledge 
your  incompetence  and  incapacity  without  so 
much  as  an  effort? 


A  Fittins  Little  Thousht  of. 

If  there  is  one  thing  that  is  generally  con- 
ceded to  have  gone  out  of  fashion  it  is  the 
use  of  rubber  pedals. 

Probably  four  out  of  five  tradesmen  of  in- 
telligence would,  if  asked  what  proportion 
of  pedals  used  have  rubber  attachments 
fitted  to  them,  place  it  very  low.  A  negligi- 
ble quantity,  scarcely  worth  considering,  is 
the  general  estimate  of  the  matter. 

For  a  number  of  years  rat-trap  pedals  have 
been  the  standard  equipment  of  all  except 
women's  bicycles.  Men  could  obtain  rubber 
pedals  if  they  really  wanted  them,  but  It 
was  a  matter  of  some  little  difficulty,  fre- 
quently of  delay  as  well.  Optional  specifi- 
cations rarely  come  through  with  any  great 
speed. 

Perhaps  it  is  for  that  reason  that  so  much 
outside  business  is  done  in  pedal  rubbers. 

Certain  it  is  that  not  hundreds  or  thou- 
sands but  scores  of  thousands  of  pedal  rub- 
bers are  sold  annually  by  the  concerns  that 
make  a  specialty  of  them. 

TTiey  cost  but  a  few  cents  apiece,  yet  royal- 
ties paid  on  them  run  up  into  the  thousands 
of  dollars,  and  the  few  persons  or  concerns 
fortunate  enough  to  hold  good  patents  on 
them  enjoy  a  handsome  income  therefrom. 

The  detachable  pedal  rubber  is,  of  course, 
the  only  one  that  cots  any  figure  nowadays. 

The  fixed  type  lias  passed  out  of  existence, 
notwithstanding  it  was  once  the  standard. 
It  had  .drawbacks  and  shortcomings,  and  it 
is  hardly  too  much  to  say  that  the  detachable 
rubber  is,  on  the  whole,  a  better  article. 

At  any  rate,  it  is  the  only  one  known  to 
the  trade  and  public  at  the  present  time,  and 
it  seems  to  be  in  little  danger  of  becoming 
obsolete. 


"SOCIETY"  IS  PURCHASING 


England's    "Swells"   Attracted   to   flotor 
Bicycles— Other  Items  From  Abroad. 


London,  Nov.  6.— A  letter  has  recently  ap- 
peared in  a  London  daily  pointing  out  that 
much  of  the  prejudice  against  motocycles  is 
really  due  to  the  irritating  noise  made  by  the 
machines.  There  is  no  doubt  that  this  is 
one  of  the  greatest  defects  of  the  motocycle, 
and  it  should  not  present  very  great  diflSculty 
to  the  maker,  as  the  power  of  the  motor  is 
usually  much  in  excess  of  what  is  really 
necessary  for  the  propulsion  of  the  whole 
machine  at  all  reasonable  speeds. 

This  being  the  ease,  it  is  possible  to  fit 
much  more  effective  mufflers,  because  any 
extra  amount  of  throttling  will  not  have  so 
great  an  effect  on  the  motor  as  it  would  do 
were  the  engine  always  working  up  to  its 
full  power,  as  is  the  case  with  engines  fitted 
to  cars.  Practically  the  motocycle  should  be 
made  very  nearly  noiseless,  so  far  as  the 
actual  engine  is  concerned,  and  even  the 
gearing  might  be  rendered  much  less  audible 
by  the  emploj^ment  of  one  or  more  fibre 
wheels. 

The  matter  is  certainly  well  worth  atten- 
tion. Meanwhile  it  seems  to  me  that  one  or 
two  motor  bicycles  which  are  driven  by 
chains  instead  of  belts  are  extremely  noisy, 
the  uneven  action  of  the  single  cj^linder 
motor  causing  the  chains  to  jump  and 
vibrate  somewhat  unduly.  Nevertheless,  I 
have  heard  very  good  reports  of  the  run- 
ning of  machines  of  this  class,  and  hope  to 
personally  try  one  at  an  early  date. 

Quite  a  large  number  of  motor  bicycles  are 
now  on  order  for  uiemtaers  of  the  aristocracy, 
and  many  firms  report  inquiries  from  would- 
be  purchasers  among  the  upper  ten.  Always 
supposing  that  the  machines  give  satisfac- 
tion, there  is  no  reason  why  society  should 
not  take  to  them  readilj^  and  in  a  couple  of 
years  or  so  we  may  have  a  "boom,"  and  the 
London  parks  may  be  turned  into  riding 
schools  much  as  they  were  in  189G  and  1897. 
Moreover,  as  the  motocycle  will  not  cause  its 
rider  to  perform  hard  work,  it  is  more  likely 
to  last  in  favor  than  the  cycle,  which,  how- 
ever beneficial,  did  "make  a  fellow  beastly 
hot,  dontcherknow  ?"  which  was  an  argument 
against  such  machines  when  the  fashionable 
craze  of  the  hour  wore  off  a  bit.  On  the 
other  hand,  it  requires  a  certain  amount  of 
brain  to  ride  and  manage  a  motocycle  suc- 
cessfully, and  this  may  possibly  be  a  factor 
against  its  popularity  with  the  same  class. 

1  cannot  say  that  I  have  ever  been  much 
of  a  believer  in  the  trailer,  even  when  used 
in  connection  with  a  motor  tricycle,  and.  I 
certainly  think  that  for  ordinary  purposes  it 
is  hardly  likely  to  prove  a  success  on  the 
motor  bicycle.  But  this  past  season  there 
has  been  quite  a  small  trade  done  in  "rick- 
shaws" made  to  attach  to  an  ordinary  pedal 
propelled  cycle,  and  so  people  are  thinking 
that  the  same  might  be  done  in  connection 


THE  BICYCLING  WORLD 

with  a  motor  bicycle.  But  the  weight  of 
such  a  machine  would  prove  an  element  of 
considerable  danger  in  the  case  of  a  fall,  be- 
cause the  rider,  would  be  more  or  less  shut 
in,  and  the  "rickshaw"  and  its  unfortunate 
passenger  would  l)e  thrown  violently  onto 
the  prostrate  motor.  As  a  rule  it  requires  all 
the  skill  available  to  be  sure  of  keeping  a 
motor  bicycle  upright  when  travelling  over 
greasy  roads  and  in  trafiic,  when  sudden 
swerves  have  to  made,  and  all  this  will  be 
very  much  worse  when  the  weight  of  a  "rick- 
shaw" attachment  has  to  be  considered. 

Tlie  complaints  which  have  been  made  re- 
garding the  tires  of  motor  bicycles  have  at 
last  raised  this  matter  to  sufficient  impor- 
tance for  the  tire  manufacturers  to  give  it 
real  attention.  The  Dunlop  Co.  are  bringing 
out  a  new  pattern  of  tire  specially  adapted 


J55 


HUMBER'S    SPRING  FORK. 


for  motocycles  which  they  claim  to  be  vastly 
superior  when  compared  with  anything  at 
present  in  the  market.  The  price  will  be 
high— I  believe  nearly  double  that  of  the 
ordinary  section  of  tire— but  if  the  new  thing 
will  wear  well  the  initial  cost  will  not  stand 
in  its  way.  At  present  tires,  and  particu- 
larly those  on  the  front  wheels  of  motor  bi- 
cycles of  the  popular  Werner  type,  wear  out 
extremely  fast,  and  in  spite  of  bands  and 
other  devices,  which  soon  go  to  pieces. 


High  Gears  Hurt  Pittsburg. 

"1  am  one  of  the  few  dealers  who  will 
continue  the  bicycle  business  here."  writes 
Charles  Beltz.  of  Pittsburg,  Pa.,  in  siibscrib- 
iug  for  the  Bicycling  World.  "The  business, 
however,  is  in  pieces,"  he  adds.  "Most  of 
the  dealers  think  the  lamp  ordinance  worked 
harm,  but  some  of  the  dealers  and  manu- 
facturers did  not  help  matters  by  advocating 
high  gears.  Pittsburg  is  full  of  hills,  and 
we  want  low  gears  and  coaster-brakes.  It 
is  hard  to  understand  why  the  business  here 
should  be  so  much  wcr.^e  than  in  other 
places.  I  was  in  Buffalo  and  Rochester  re- 
cently, and  saw  more  wheelmen  in  those 
places  than  I  have  seen  for  many  a  day." 


From  Bicycles  to  Knitting. 

The  old  factory  of  the  Union  Bicycle  Mfg. 
Co.,  at  Highlandville,  Mass.,  has,  after  being 
Idle  for  some  time,  been  taken  possession  of 
by  a  knitting  concern. 


ACTIVITY  INiENGLAND 


riany  new  Features  Evolved — Cycle  Show 
of  Greater  Interest  Than  Usual. 


Changes  in  the  1902  pattern  machines  are 
being  earnestly  discussed  in  English  trade 
circles.  For  a  number  of  years  there 
has  been  but  little  variation,  one  season's 
machines  being  almostly  exactly  like  their 
predecessors,  but,  unless  all  signs  fail,  there 
is  soon  to  be  a  period  put  to  this  close  ap- 
proach to  stagnation. 

That  there  will  be  changes  uext  season 
pretty  nearly  all  the  quidnuncs  are  agreed. 

It  is  the  direction  they  will  take  that 
causes  differences  of  opinion.  What  one 
maker  is  disposed  to  favor  may  be  exactly 
the  reverse  of  that  which  a  competitor 
deems  the  proper  thing,  and  the  result  of 
this  diversity  of  opinion  is  that  the  trade 
is  working  along  independent  lines. 

As  showing  the  wide  diversity  of  opinion 
prevailing,  the  following  prognostications 
made  by  a  number  of  different-  English 
journals  are  interesting: 

"Extremes  will  be  the  features  of  the 
shows  this  year— spring  frames  and  extra 
rigid  cross  frames;  light  machines  and  ex- 
tra strong  machines." 

"Signs  are  not  wanting  that  we  are  about 
to  return  to  a  period  of  light  bicycles.  And, 
so  far  as  tlie  more  expensive  of  the  ma- 
chines turned  out  by  our  leading  manufact- 
urers are  concerned,  so  much  the  better,  for 
some,  if  not  all,  of  these  have  during  the 
last  three  or  four  years  condemned  their 
customers  to  push  many  unnecessary 
pounds  of  weight." 

"There  is  not  the  slightest  doubt  that  the 
perfecting  of  the  free  wheel  and  the  rim 
brake  has  been  the  primary  cause  of  the 
improvement  which  has  taken  place  this 
year  in  tlie  cycle  trade.  Through  these 
media  many  individuals  have  been  Induced 
to  participate  In  the  pastime,  with  a  result- 
ing benefit  all  round.  We  are  quite  in  ac- 
cord with  the  freely  expressed  opinion  that 
the  bottom  of  the  depression  was  sounded 
last  season,  and  that,  although  the  trade 
may  not  experience  a  revival  of  the  189B-'97 
'boom,'  the  demand  for  good  class  bicycles 
will  henceforward  be  satisfactory,  li  Is  a 
long  hill  which  has  no  top." 

"Several  of  the  big  makers  are  talking 
mysteriously  of  the  surprises  they  are  pre- 
paring for  the  shows.  We  predict  that  the 
i^ovelties  will  lie  mostly  in  the  following  di- 
rections: Motor  bicycles,  spring  frames, 
new  frame  patterns,  specially  light  ma- 
chines, speed  gears  and -brakes.  In  addition  ^ 
to  the  usual  startling  improvements  in  nuts 
and  bolts  and  sjianners.  There  should  be 
some  real  novelties  in  brakes  and  free 
wheels,  while  we  look  forward  with  keen 
interest  to  an  examination  of  the  many 
speed  gears  which  will  in  all  probability  ap- 
pear. On  the  whole,  we  think  that  the 
shows  will  be  of  as  great  Interest  as  any 
during  the  last  five  years." 


)56 


THE  bicycling:  world 


THE 


"REG AS" 


Spring  Frame  Bicycle 


is  something  you  have  been  all  waiting  for.  No  !  Do  not  deny  it,  because  we  know. 
Only  give  us  a  chance  to  demonstrate  to  you  the  merits  of  our  invention  and  we  assure 
you  that  you  will  place  an  order  at  once  and  then  complain  because  you  cannot  have 
them  that  minute  to  sell. 

Traveling  men  are  now  out  with  samples  and  when  you  receive  a  call  from  one 
please  give  him  just  five  minutes  and  he  will  go  out  with  an  order. 

Don't  forget  the  name,  it  is  the  "  REGAS,"  the  dealers'  back  bone  for  1902. 


REQAS  VEHICLE  CO., 


Rochester,  N.  Y. 


First  Impressions  are  Valuable. 


Vt/HEN  a  probable  purchaser  obtains  a  favorable  impression  at  the  outset,  the  sales 
^^      man's  task  is  half  completed. 

The  intending 
**  likes  the  looks  of 
ready  half  won. 
him;    you   know 

A  first  impres= 
to  a  half  decision  ; 
— the  argument — 

Apropos,  have 
man  interested  in     mkw^m^j^  ^T'*~**js:i..aB^ff=^B^   v\\  ui 

who,  having  seen 
ly  their  pictures — 
ably     impressed 

We  are  not  sell- 


purchaser  who 
the  thing"  is  al= 
You've  all  met 
how  it  is. 

sion  is  equivalent 
it  reduces  the  talk 
by  more  than  half, 
you  ever  found  a 
motor  bicycles 
them  all— or  mere= 
is  not  most  favor= 
by  the  Royal  ? 
ing  the  Royal  on  its 


looks  alone,  but  we  believe  those  agents  who  appreciate  the  value  of  first  impressions 
will  take  looks  into  consideration.  We  assert  that  the  Royal  is  just  as  good  as  it  looks, 
and  we  are  ready  to  back  up  the  assertion  with  substantial  proof  whenever  you  may  ask 
for  it.    To=day  is  a  pretty  good  time  to  do  the  asking. 


ROYAL  MOTOR  WORKS,   CHICOPEE   FALLS,  MASS. 


THE  BICYCUNG  WORLD 


J57 


WORTH  OF  THE  WINDOW 


Opinions  of  a  Prize  Essayist  Coupled  Witti 
Suggestions  of  Profit-Earning  Value. 


"I  am  reminded  every  day  in  the  week,  in 
passing  unused  or  badly  used  show  windows, 
that  some  one  is  losing  the  value  of  what 
should  be  his  best  investment,"  says  H.  C. 
Wiseman  in  the  essay  on  Window  Display 
which  the  Iron  Age  deemed  worthy  of  its 
first  award.  "A  show  window  is  for  use,  not 
for  neglect  or  abuse.  It  should  be  a  thing 
of  beauty,  not  a  blot.  It  is  an  investment 
as  surely  as  any  other  feature  of  the  busi- 
ness, and  intended  for  large  results.  The 
windows  are  the  eyes  of  the  store.  Through 
them  people  see,  are  seen,  and  are  atti"acted. 
More  money  is  frequently  put  into  their 
building  and  arrangement  than  into  any 
other  part  of  the  business,  and  they  as  often 
bear  more  than  their  share  of  neglect.  They 
should  in  part  pay  insurance,  pay  rent  and 
pay  help.  They  are  the  silent  salesmen  that, 
without  expense,  may  be  made  to  dispose  of 
hundreds  of  dollars'  worth  of  profitable 
goods  each  season. 

"The  causes  of  neglect  are  very  many. 
Some  of  them  are  real,  many  more  are  imag- 
inary. Lack  of  time,  lack  of  taste,  lack  of 
material,  poor  windows  and  poorer  locations 
are  offered  as  a  few  among  a  great  num- 
ber, and  none  of  them  have  any  value  what- 
ever as  reasons  for  neglect.  We  don't  for- 
get or  neglect  the  keeping  of  our  books,  the 
buying  of  our  goods,  the  arrangement  of  our 
shelves,  the  taking  of  stock,  the  changing  of 
prices.  Why  this?  We  make  time  for  all 
these  things  and  many  more. 

"If  one  man  lacks  taste,  another  one  has 
it,  or  his  own  work  will  improve  wonder- 
fully with  the  trying.  There  is  never  lack 
of  material,  for,  if  the  stock  be  naught  but 
nails,  bolts  and  screws,  they  have  great  pos- 
sibilities in  the  hands  of  an  ingenious  man. 
Again,  the  poorer  the  window  the  greater 
the  effort  should  be  to  make  it  attractive; 
and,  no  matter  how  poor,  it  can  be  made  so, 
witness  a  statement  made  later  in  this  ar- 
ticle. 

"A  poor  location  calls  more  loudly  than  all 
else  for  that  which  will  attract  in  display 
windows,  and  many  of  our  most  successful 
merchants  of  to-day  are,  or  have  been,  in 
the  poorest  locations,  owing  much  or  all  of 
their  success  to  extraordinary  efforts  as  to 
store  arrangement  and  window  decoration. 

"Attractive  show  windows  are  desirable 
always,  and  for  a  hundred  good  reasons. 
They  give  standing  and  the  appearance  of 
stability  to  the  firm.  People  learn  to  watch 
for  and  expect  to  learn  from  them;  custom- 
ers are  interested  where  the  proprietor  shows 
interest,  and  the  proprietor  is  always  some- 
where back  of  good,  intelligent  window 
dressing.  You  frequently  hear  the  question 
asked,  'Have  you  seen  such  and  such  new 
ware  in  Blank  &  Co.'s  window  to-day?'  Tour 
windows  and  what  you  have  in  them,  and 
the  prices,  are  carried  in  the  hearts  of  more 
people  than  you  know  of. 


"Windows  sell  goods  beyond  all  other 
methods  when  properly  arranged,  and  are 
desirable  and  attractive  not  only  to  the 
trade,  but  to  the  store  itself,  in  that  they  are 
a  correct  barometer  as  to  the  popularity  of 
wliat  you  have  to  offer.  They  sell  more 
goods  of  a  kind  than  would  otherwise  be 
sold,  and  that  is  the  greatest  point  in  hand. 
Over  and  over  again  this  point  is  easily  and 
readily  verified. 

"There  are  many  mistakes  made  in  ar- 
rangement and  in  numerous  other  ways,  lead- 
ing to  bad  results  or  no  results  at  all,  and 
show  windows  are  at  times  charged  with 
not  being  worth  the  time  given  them.  A 
poor  arrangement  is  bad  enough;  a  crowded 
arrangement  is  worse,  and  is  the  cause  of 
more  failures  to  attract  than  almost  any 
other  that  may  be  named. 

"The  want  of  selling  or  price  cards  will 


Morgan  &Wright1jres 
are  good  tires 


ONLY     WAY    TO    CURE 
SOME    LEAKY    TIRES     IS 
TO     PUT     INNER    TUBES    IN 
THEM,   THUS    MAKING 
THEM    DOUBLE -TUBE    TIRES 


Morgan  sWright 


New  York  Branch:    214-216  West  47th  STRErT. 

turn  away  many  customers  who  would  other- 
wise stop  and  decide,  but  who  positively  will 
not  enter  inside  to  ask  it.  In  these  days 
every  article  exhibited  should  show  a  price 
in  plain  figures.  Two-thirds  the  work  of 
selling  is  done,  and  this  is  where  the  'silent 
salesman,'  without  salary,  pays  the  bills. 

"Another  grievous  mistake  is  that  of  not 
finding  time  to  change  displays  often.  Like 
an  advertisement  of  too  long  standing,  the 
eager  public  tires  of  it.  The  same  public  is 
every  day  being  educated  to  watch  for 
changes  and  for  new  goods  and  for  new 
prices.  Other  mistakes  are  those  of  bad  light, 
which  can  nearly  always  be  remedied;  the 
showing  of  season  goods  out  of  season,  sim- 
ply to  fill  the  windows;  lack  of  variety  in 
goods  shown,  and  lack  of  any  fixtures  or 
preparation  for  making  exhibits  attractive. 
These  and  many  others  are  purely  local,  and 
should  right  themselves  with  ordinary  at- 
tention."   

Don't  get  discouraged  if  your  first  efforts 
fail  to  pay.  The  harder  you  find  it  to  land 
a  customer,  the  longer  that  customer  will 
stay  with  you.— (Ex, 


HOW  SMALL  STORES  SCORE 


Advantages   Their  Owners  Have  Over  the 
big  Emporiums — How  to  Employ  Them. 


Here  is  one  advantage  that  the  small  shop- 
keeper will  always  have  over  the  department 
store:  There  is  a  human  note  in  the  ensemble 
of  a  small  store  that  the  larger  enterprise  can 
never  duplicate  in  its  own  establishment,  and 
that  note  is  the  note  of  personality,  writes 
James  H.  Collins  in  Printer's  Ink. 

Personality  cannot  be  bought  or  hired  on 
salary.  The  man  who  keeps  shop  in  a  resi- 
dence district  away  from  the  centre  of  a 
city  has  every  chance  for  becoming  ac- 
quainted with  the  people  who  patronize  him. 
He  can  learn  their  whims  and  preferences 
and  cater  to  their  weaknesses,  while  the  de- 
partment store  can  at  best  but  put  clerks 
beliind  counters  wlio  serve  with  one  eye  on 
tlie  clock.  If  a  cusitomer  is  mistreated  he 
generally  gets  to  the  door  at  once,  and  is 
gone  before  the  liuge  system  can  deal  with 
him  directly. 

But  the  small  shopkeeper  can  fit  a  man, 
take  a  half  hour  to  the  task,  keep  him  in 
mind  after  he  has  gone,  and  be  ready  to 
greet  him  by  name  and  do  the  like  a  month 
later.  If  the  goods  be  brought  back  he  can 
make  any  amount  of  business  capital  by  ex- 
changing or  refunding  money  direct  without 
the  intervention  of  a  "complaint  bureau." 
He  can  gain  the  confidence  of  the  most  dis- 
gruntled mortal  (or  disgruntled  mortal's  wife) 
merely  by  being  in  touch  with  him. 

There  will  always  be  a  portion  of  the  pub- 
lic—by far  the  larger  half— which  prefers  to 
deal  within  a  block  or  two  of  its  doors.  If 
the  small  shopman  define  the  streets  which 
feed  his  till,  study  the  people  who  live  in 
them  and  bid  for  their  patronage  he  will  be 
sure  to  intrench  himself  strongly  in  their 
good  favor.  Advertising  mediums  lie  readily 
to  his  hand.  Neat,  forceful  circulars,  a  mail- 
ing list  well  looked  after,  a  novelty  at  Christ- 
mas to  regular  customers,  booklets  in  the 
bundles,  window  display,  "bargain"  sales  in 
miniature — all  are  inexpensive  and  effective. 
Cards  in  the  cars  that  pass  his  doors  and 
bulletin  boards  within  a  radius  of  five  blocks 
— even  a  weekly  four  inches  in  dailies—will 
not  be  out  of  his  reach  if  he  settle  down  to 
capture  a  certain  neighborhood  for  himself. 
The  trick  is  being  successfully  turned  every 
month  nowadays. 


Motocycles  as  Advertising  Mediums. 

"Purchasing  the  motor  attachment  last 
February,  I  put  it  on  an  ordinary  bicycle 
and  in  the  space  of  one  week,  without  any 
previous  knowledge  of  gasolene  motors,  I 
exhibited  it  in  my  store  window,  where  it 
attracted  a  great  crowd,  and  was  the  means 
of  selling  a  large  number  of  bicycles," 
says  C.  R.  Banks,  a  Canadian  dealer,  in 
giving  an  opinion  of  the  Thomas  motor.  "As 
an  advertisement  for  any  one  engaged  in 
the  bicycle  business  it  has  no  equal.  I  am 
perfectly  satisfied  with  my  investment  if  it 
were  not  to  run  another  minute." 


J58 


THE  BICYCUNG  WORLD 


EFFICIENCY  OF  CHAINS 


Tests  Which  Show  the  Great  Improvements 
That  Have  Been  Made. 


Wheu  the  fii-st  safeties  made  their  appear- 
ance, and  the  use  of  chains  for  the  purpose 
of  transmission  was  thereby  rendered  neces- 
sary, the  chains  used  were  decidedly  more 
useful  than  ornamental. 

As  strength  was  the  great  desideratum 
and  the  saving  of  weight  did  not  enter  into 
the  matter  at  all,  it  naturally  followed  that 
the  chains  fitted  were  both  large  and  heavy. 
It  was  years  before  the  widths  got  down  to 
%-inch,  and  when  chain  makers  went  beyond 
this  and  produced  the  %-inch  widths  there 
were  many  misgivings  entertained  as  to  their 
reliiibility.  Having  been  found  to  be  all 
right,  however,  the  movement  was  continued 
until  chains  measuring  only  %-inch  in  width 
were  reached. 

When  this  point  was  passed,  however,  and 
3-16-inch  chains  made  their  appearance  there 
was  general  and,  as  it  proved,  well  founded 
alarm.  The  cry  went  up  that  the  limit  had 
been  reached  and  passed,  and  the  feeling  was 
that  it  was  time  to  call  a  halt. 

At  the  present  time  it  is  rare  for  a  maker 
to  use  anything  wider  than  a  3-16-inch  chain, 
while  the  %-inch  widths  are  by  no  means 
uncommon.  Use  of  the  latter  has  convinced 
the  trade  that  there  is  an  ample  margin  of 
safety  even  in  such  frail  looking  chains  as 
these,  and  their  use  is  on  the  increase. 

In  this  evolution  of  the  chain  improve- 
ments in  design,  material  and  workmanship 
have,  of  course,  been  the  chief  instruments 
at  work.  The  chain's  work  has  been  made 
harder  and  harder— due,  of  course,  to  the 
increase  in  gears  and  speed  of  the  bicycle. 
That  the  chain  itself  should  have  been  made 
lighter  and  lighter  is  therefore  the  more  re- 
markable. Frail  as  the  modern  chain  looks, 
it  is  really  capable  of  withstanding  tremen- 
dous strains. 

This  is  shown  by  the  results  of  experi- 
ments conducted  by  one  chainmaker.  These 
experiments  demonstrated  what  his  particu- 
lar chain  would  stand,  and  the  results  were 
obtained  in  this  fashion: 

"The  bicycle  was  made  fast  to  a  post,  a 
spring  balance  was  inserted  in  a  tow  line. 
The  radius  of  the  wheel  was  14  inches,  the 
radius  of  the  driven  chain  wheel  or  hub 
sprocket  was  1.4  inches,  or  a  ratio  of  10. 
Our  chief  draughtsman  succeeded  in  putting 
this  spring  balance  up  to  over  60  pounds;  the 
highest  pull  recorded  was  actually  67.  There- 
fore, with  a  ratio  of  10  we  get  for  the  chain 
670  pounds. 

"By  this  method  of  measuring  we  are  in- 
dependent of  the  gear,  but  directly  depen- 
dent on  the  ratio  between  the  hub  wheel  or 
sprocket.  The  gear  actually  used  was  a 
little  over  70.  The  rider  was  exceptionally 
strong,  and  the  cycle  being  held  stationary 
a  greater  pull  was  possible  than  would  prob- 
ably be  possible  by  a  rider  on  an  incline. 

"But,  taking  some  of  the  sharp  inclines  in 


the  town  here  and  the  speed  at  which  an 
expert  rider  can  ride  them,  it  works  out 
roughly  to  a  pull  of  very  nearly  500  pounds 
on  the  chain,  and  the  mechanical  energy, 
merely  calculating  the  weight  raised  against 
gravity,  goes  up  into  higher  figures  than  one 
would  think  possible  from  a  rider.  The  rider 
who  recorded  the  pull  above  referred  to  had 
7-inch  cranks  at  the  trial." 


WROUGHT  BY  BICYCLE 


In  Light   of  To'day  its  Influence  for  Good 
is  Clearly  Outlined. 


Where  Improvement  Could  be  Made. 

1'liere  is  some  room  for  improvement  in  the 
toolbag  equipment  sent  out  with  many  ma- 
chines. 

A  good  wrench  is  an  absolute  necessity  if 
it  is  to  be  used  for  anything  but  show  pur- 
poses. To  the  credit  of  the  trade,  it  can  be 
said  that  this  matter  is  usually  looked  after 
properly. 

But  very  frequently  the  good  work  stops 
there.  Of  course,  the  wrench  is  an  adjust- 
able one,  and  it  is  competent  to  make  most 
of  the  adjustments.  But  there  is  almost 
always  something  extra  required — some  nuts 
difficult  of  access,  cups  and  cones  that  re- 
quire adjustment,  seat  post  or  other  fasten- 
ings to  look  after.  Spanners  of  other  special 
tools  are  usually  supplied  for  these  purposes. 

But  they  are  not  always  up  to  the  stand- 
ard of  the  wrenches.  Hurriedly  and  roughly 
made,  one  or  two  usings  frequently  damages 
them  beyond  repair,  and  there  remains  noth- 
ing to  do  but  to  toss  them  away. 

It  is  too  often  the  same  way  with  repair 
outfits— when  these  are  furnished.  Poor 
cement,  cheap  rubber  or  plugs— these  too 
often  comprise  the  furnishings  of  the  little 
bag  or  box  which  is  supposed  to  go  with 
every  bicycle.  Frequently  these  are  even 
worse  than  useless,  for  they  give  the  rider  a 
fancied  sense  of  securitj^  that  is  rudely  shat- 
tered when  he  comes  to  use  the  outfit. 

Every  cent  counts  nowadays,  of  course; 
but  the  difference  in  cost  between  good  tool 
outfits  and  poor  ones  is  so  slight  that  it 
hardly  pays  to  furnish  the  latter. 


The  riatthews  Way. 

While  cycle  fittings  form  a  considerable 
part  of  their  manufactures,  the  H.  A.  Mat- 
thews Mfg.  Co.,  Seymour,  Conn.,  have  to  do 
with  metal  work  of  many  other  forms  and 
are  always  ready  to  stibmit  figures  on  special 
designs.  They  will  give  estimates  from  blue 
prints  or  drawings.  Matthews's  quality  and 
workmanship  has  always  ranked  with  the 
best;  the  name  has  never  been  associated 
with  cheapness.  In  fact,  the  Matthews  policy 
does  not  permit  of  it. 

"We  seek  only  that  class  of  customers," 
they  say,  "who  desire  every  part  skilfully 
made  from  the  best  materials,  and  who  are 
willing  to  pay  a  fair  price  for  such  service." 

It  is  not  every  man  who  would  take  this 
stand  and  dare  maintain  it.  The  fact  that 
the  Matthews  people  not  only  dare,  but  do 
it,  is  testimony  that  speaks  for  itself. 


Equitable  Leaves  Hanover  Street. 

The  Equitable  Distributing  Co.,  Boston, 
has  removed  to  74  India  street;  it  was  for- 
merly located  at  53  Hanover  street 


When  the  bicycle  was  in  the  heyday  of  its 
glory  it  came  in  for  more  kicks  than  half- 
pence. 

This  was,  on  the  whole,  not  unnatural.  It 
was  a  boisterous,  pushing,  assertive  clientele 
tliat  the  bicycle  had,  and  it  is  not  surprising 
that  other  people's  toes  were  trod  on  occa- 
sionally. By  the  outsider  it  was  damned 
without  stint. 

But  now  the  craze  has  passed,  the  good 
.  that  was  in  the  movement  is  being  more 
generally  recognized.  For  example,  from  a 
local  daily  this  tribute  to  the  bicycle's  influ- 
ence on  the  betterment  of  roads  is  as  just  as 
it  is  tardy: 

Long  Island,  perhaps  more  than  any  other 
section  of  the  country,  is  the  debtor  of  the 
bicycle  in  the  matter  of  road  improvement. 
The  magnificent  systems  of  hard,  smooth 
highways  which  are  now  the  pride  of  Queens 
and  Nassau  counties  owe  their  being  very 
largely  to  the  bicycle. 

For  years  the  farmers  and  villagers  of  the 
island  were  content  with  travelling  over 
rough  dirt  roads,  hub  deep  in  sand  in  spots, 
wearing  out  their  horses,  losing  time,  and 
meeting  frequent  bills  for  wagon  repairs. 
Then  came  the  bicycle  and  a  slow  but  cer- 
tain change. 

With  the  coming  of  the  bicycle  the  first  of 
the  natives  to  feel  the  need  of  better  roads 
were  the  roadhouse  keepers  on  the  now 
famous  Merrick  Turnpike  and  other  high- 
ways out  beyond  Jamaica.  These  bonifaces 
began  to  hear  of  increasing  business  at  the 
roadhouses  further  in  toward  Brooklyn. 
They  were  not  long  in  finding  out  that  this 
increase  of  patronage  came  from  bicyclists 
who  were  beginning  to  venture  out  beyond 
the  city  on  little  trips. 

The  distant  roadhouse  men  also  learned 
another  fact  which  set  them  thinking.  This 
was  that  the  wheelmen  would  extend  their 
rides  out  on  the  island  if  they  found  roads 
that  they  could  travel  on  with  comfort.  The 
roadhouse  keepers,  therefore,  became  earnest 
advocates  of  good  roads.  Then  the  farmers 
began  to  realize  that  what  was  good  for  bi- 
cycles should  also  be  good  for  their  market 
wagons  and  buggies. 

Where  the  Credit  is  Due. 

France  has  lodged  a  claim  for  the  inven- 
tion of  the  coaster-brake,  or  "free  wheel,"  as 
it  is  more  generally  termed  abroad.  Le  Velo 
contends  that  the  credit  belongs  to  MM.  Bar- 
berow  and  Meunier,  who  applied  the  idea  to 
a  "boneshaker"  in  1868.  Most  people  will 
agree,  however,  that  the  men  who  made  it 
practical  and  a  marketable  success  were  MM. 
A.  P.  Morrow  and  H.  H.  Fulton,  of  Elmira, 
New  York,  TJ.  S.  A. 


The  Wisconsin  Wheel  Works  are  shipping 
an  average  of  six  Mitchell  motor  bicycles  per 
week  to  their  London  agents. 


1         "t^  ■■ 


THE  BICYCLING  WORLD 


J59 


MOTOR  BICYCLE  OF  FUTURE 


Plausible  Picture  of  the  Model  That  a  few 
Years  Will  Probably  Evolve. 


Spring  frames  should  have  a  brighter  pros- 
pect, now  that  motor  bicycles  are  coming 
into  vogue.  Indeed,  a  vast  field  for  invention 
and  adaptation  opens  itself  when  we  seri- 
ously consider  the  possible  developments  of 
these  machines.  We  do  not  care  to  prophesy 
very  much,  says  this  delver  into  the  future, 
but  when  we  come  to  let  the  mind  dwell  on 
what  the  motor  bicycle  may  be  within  the 
next  decade  amazement  must  be  expressed 
at  Its  possibilities. 

By  that  time  it  may  confidently  be  ex- 
pected that  the  motor  bicycle  will  be  a  hand- 
some, light  and  comfortable  machine.  A 
properly  cushioned  frame,  pneumatic  tires  of 
a  practically  non-skidding  and  non-punctur- 
ing nature  and  simple  speed  changing  gear 
may  be  among  the  fitments.  It  is  possible 
that  the  motor  will  be  electrically  driven,  by 
current  directly  produced  from  some  cheap, 
compact  and  plentiful  material,  or  derived 
from  a  vastly  improved  storage  battery 
which  will  be  light,  small,  quiclsly  charged 
and  of  immense  capacity.  The  rider  can  pos- 
sibly carry  a  few  spare  horsepowers  of  en- 
ergy in  the  space  of  a  toolbag. 

Failing  electricity,  it  is  likely  that  the  in- 
ternal combustion  engines  will  be  worked  by 
alcohol  or  common  parafiine,  without  noise 
or  smell,  and  simplified  out  of  all  resem- 
blance to  the  present  models.  The  engine 
and  gear  will  be  a  small  piece  of  mechanism 
almost  completely  inclosed,  capable  of  high 
speeds  and  considerable  power,  and  almost 
automatic  in  its  action  and  lubrication. 

Consider  a  machine  of  this  kind  which 
will  be  as  light  and  compact,  perhaps,  as  our 
present  leg  driven  full  roadster;  consider  it 
existing  in  patterns  for  women  and  men,  and 
allow  the  working  expense  and  the  initial 
cost  to  be  much  lower  than  now,  and  then 
try  to  fancy  any  other  form  of  passenger 
locomotion  excelling  it. 

"We  may  dismiss  aerial  navigation  as  a 
rival  not  seriously  to  be  considered  for  the 
next  decade  at  least,  and  all  the  other  rivals, 
such  as  trains,  trams,  motor  cars,  etc.,  need 
not  enter  into  observation,  because  we  will 
concede  that  they  must  exist  in  some  form 
or  other  to  fill  the  multifarious  needs  of  the 
time.  But  it  is  certain  that  to  an  extent 
their  use  will  be  modified  when  the  motor 
bicycle  becomes  popular. 

Imagine  such  a  machine  weighing  forty 
pounds  or  so,  and  of  two  or  more  horse- 
power, with  speeds  up  to  thirty  miles  an 
hour,  noiseless  and  odorless  and  foolproof, 
and  working  at  a  nominal  cost!  How  largely 
it  would  enter  into  every  phase  of  our  lives! 
Old  and  young  could  manage  these  cycles, 
could  travel  great  distances  without  fatigue, 
and  would  use  them  almost  in  every  affair 
of  business  and  pleasure. 

The  only  thing  that  would  save  other  types 


of  vehicles  from  dodoism  is  the  weather.  The 
bicycle  exposes  the  rider  to  rain  and  sun,  and 
under  certain  conditions  of  road  surface  a 
motor  bicycle  would  be  unsafe  for  nervous 
and  clumsy  people.  Otherwise  these  cycles 
would  be  used  almost  universally,  though 
we  fancy  that  there  will  always  be  a  large 
muster  of  people  who  will  prefer  the  simple 
leg  driven  type.  These,  we  hope,  will  be  in 
vogue  as  long  as  the  athletic  spirit  exists— 
and  it  is  the  breath  of  nations. 

The  ideal  motor  bicycle  might,  however, 
be  so  made  that  the  motor  may  be  disen- 
gaged at  will  and  the  muscular  exercise  of 
leg  propulsion  be  thus  provided  when,  where 
and  in  whatever  ineasures  the  rider  wills. 


IIPRICE  NOT  ALL   POWERFUL 

Changes  Time  has  Wrought  in  the  flechan-^ 
ical  Trades — Features  Count. 


Option   Extremes. 

About  this  time  in  the  years  that  are  past 
the  trade  was  wont  to  exercise  itself  over 
the  option  problem. 

It  was  unanimously  resolved  that  it  was 
an  evil,  a  nuisance,  an  imposition  that  should 
not  longer  be  put  up  with.  Then  measures 
began  to  be  formulated  to  abolish  it. 

Of  course,  nothing  ever  came  of  these  re- 
solves. The  effort  to  effect  a  reform  always 
spent    itself    before    anything    was    accom- 


OF  BELGIAN  DESIGN. 


plished.  The  desire  to  sell  machines,  and 
the  difficulty  of  fixing  upon  a  standard  of 
construction  that  would  not  lose  sales,  com- 
bined to  make  the  task  an  impossible  one. 

The  result  was  that  another  season  was 
entered  upon  with  the  same  long  list  of 
options,  the  same  piling  up  in  factories  of 
machines  that  were  standard  in  specification 
when  they  should  have  been  optional,  or  vice 
versa. 

And  after  worrying  through  the  selling 
season,  with  plenty  of  friction  between 
maker  and  dealer  and  dealer  and  rider,  the 
same  cry  would  be  raised  that  the  option 
evil  must  go. 

That  is  the  way  it  used  to  be. 

At  the  present  time  a  great  difference  is 
to  be  observed.  Options  have  ceased  to 
trouble,  and  ways  and  means  of  remedying 
the  abuse  of  them  are  no  longer  discussed. 

But  it  is  doubtful,  after  all,  whether  the 
trade  would  not  like  a  little  of  the  old  in- 
terest shown.  The  present  indifference  is 
too  much  of  a  jump  to  the  other  extreme  to 
be  altogether  pleasant. 


Advises  Oil  not  Vaselene. 

The  Universal  Coaster  Brake  Co.  advise 
against  the  use  of  vaseline,  in  their  coaster- 
brakes  at  least;  a  good  heavy  oil,  they  say, 
is  preferable. 


"It  cannot  be  too  thoroughly  appreciated 
that  the  vast  development  of  mechanical  en- 
gineering work  which  has  been  going  on  in 
the  past  half  century,  and  which  is  still  go- 
ing on  at  an  ever  increasing  rate,  is  pro- 
ducing a  most  important  change  in  the  con- 
ditions which  secure  both  professional  and 
commercial  success,"  said  a  famous  mechan- 
ical engineer  in  an  address  recently. 

"In  the  old  days  our  leading  firms  of  me- 
chanical engineers  had  comparatively  few 
customei's,  and  they  had,  as  a  rule,  to  meet 
the  great  variety  of  requirements  of  those 
customers  to  the  best  of  their  ability. 

"Repetition  work  was  comparatively  rare, 
and  success  depended  largely  on  resourceful- 
ness and  the  power  of  entering  thoroughly 
into  the  conditions  to  be  fulfilled.  Nowadays 
the  successful  mechanical  engineer  is  not  he 
who  makes  a  great  variety  of  things  for  the 
few,  but  a  small  variety  of  things  for  the 
many,  at  the  same  time  producing  those  few 
things  in  the  most  perfect  way. 

"Such  a  manufacturer  will  not  be  confined 
to  his  own  country  for  the  sale  of  the  ma- 
chinery he  produces,  but  will  be  able  to  sup- 
ply the  markets  of  the  world. 

"I  have  said  that  the  most  successful  me- 
chanical engineers  of  the  present  day  are,  as 
a  rule,  those  who  turn  out  a  small  variety 
of  products;  but  I  do  not  by  this  mean  that 
the  successful  mechanical  engineer  is  one 
who  takes  a  narrow  view  of  his  profession 
and  its  responsibilities. 

"This  is  certainly  very  far  from  being  the 
case.  An  engineer  may  manufacture  but  few 
machines  or  other  products,  and  yet  may  be— 
and,  if  he  is  to  be  really  successful,  should 
be— a  man  of  extensive  general  knowledge 
and  of  wide  experience  in  the  practice  of 
his  profession. 

"But  he  must  concentrate  this  knowledge 
and  this  experience,  and  bring  them  all  to 
bear  on  the  work  he  has  in  hand,  so  as  to 
produce  that  work  at  the  lowest  possible 
cost,  and— what  is  even  more  Important — of 
the  highest  possible  quality.^ 

"Experience  shows  clearly  that  mere  low- 
ness  of  price  is  not  in  itself  an  inducement 
to  purchasers;  and  the  maker  of  an  engine 
of  exceptional  economy,  or  of  a  machine  tool 
or  part  which  excels  its  competitors  in  the 
quantity  or  quality  of  the  work  it  turns  out, 
will  never  find  difficulty  in  obtaining  pro- 
portionately good  prices  for  his  productions." 


Barker  Adds   Bicycles  Again. 

C.  B.  Barker  &  Co.,  the  New  York  jobbers 
who  relinquished  complete  bicycles  about  a 
year  ago,  have  taken  them  on  again.  They 
will  handle  the  Crawford  in  the  metropoli- 
tan, Long  Island  and  Northern  New  Jersey 
districts,  and  will  have  also  a  bicycle  of 
their  own  which  will  be  jobbed  at  their 
pleasure. 


\60 


THE  BICYCUNG  WORLD 


VMi. 


e 


tercst 


1 


AitomeM 


^emJ\DR 


WORLD 


<DeOotedfotfie 
iXfutonyobr/fp 
a  9Cindrrd 


WILL  SURELY 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of      mechanical 
terms    is    needed  to 
understand    it. 


PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUILDING, 

NEW  YORK  CITY. 


$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE  COPT  (W  APPLICATIOK 


-|  ANNOUNCEMENT  h 


WOLFF-AMERICAN 


ANO 


REGAL 


Bicycles  for  the  season  of  1902  are 
now  ready.  These  well-known 
lines  of  wheels  are  replete  with  new 
and  meritorious  features. 

Our  salesmen  are  on  the  road 
showing  new  models  and  offering 
a  proposition  that  is  right. 

It  will  afford  us  pleasure  to  hear 
from  dealers  who  are  interested. 


STEARNS  BICYCLE  AGENCY, 

General  Distributors, 
SYRACUSE,   N.  Y. 


-fgi^ataamttmi^M 


i 


THE  BICYCLING  WORLD 


i6l 


MAKING  MOTOR  BICYCLES 


The  Structural  Features  That  Require  At- 
tention and  Alteration  Pointed  out. 


The  large  number  of  firms  who  are  pro- 
ducing motor  bicycles  at  the  present  time 
shows  that  a  considerable  demand  for  this 
type  of  machine  is  anticipated.  With  so 
many  makes  in  the  field,  and  competition  so 
keen,  In  the  near  future  we  may  confidently 
look  for  a  motor  propelled  bicycle  which  will 
have  a  greater  efficiency  than  any  that  have 
yet  been  made,  and  will  at  the  same  time  be 
neater  in  design  and  finish,  observes  the 
Irish  Cyclist. 

While  the  motor  bicycle  is  being  used  to- 
day by  a  large  number  of  riders  with  a  great 
amount  of  success,  it  must  be  admitted  that 
the  machine  is  more  or  less  in  a  chrysalis 
stage,  and  that  it  is  going  through  the 
process  of  evolution,  as  everything  mechani- 
cal has  to.  In  our  opinion  the  bicycle  itself 
should  be  specially  designed  for  the  work  it 
has  to  do.  At  present  the  usual  idea  is  to  make 
an  ordinary  set  of  roadster  fittings  and  to 
build  up  a  frame  with  heavier  tubes  and 
reinforcements,  and  to  widen  the  back  forks 
and  stays,  if  necessary.  This  done,  the  ma- 
chine is  called  a  "specially  built  motor  bi- 
cycle." So  it  is;  but  what  is  wanted  is  a 
specially  designed,  as  well  as  built,  motor 
frame. 

When  we  say  design  we  do  not  propose  to 
advocate  any  radical  departure  from  the  lines 
of  the  present  bicycle,  but  rather  to  make 
alterations  which  will  make  the  machine  still 
more  suitable  for  the  class  of  work  which  it 
will  be  called  upon  to  perform. 

In  the  first  place,  we  should  make  some 
slight  alterations  to  the  bottom  bracket,  in- 
creasing the  tread  slightly,  but  not  to  the 
extent  of  putting  the  rider  in  an  uncomfort- 
able and  ugly  position.  The  back  forks  and 
stays  would  be  strengthened  and  stayed 
without  adding  much  weight.  The  back 
wheel,  being  the  driving  wheel,  should  re- 
ceive special  attention,  particularly  the  hub, 
which  at  present  is  not  strong  enough  in  the 
bearings  to  stand  the  wear  of  an  intermittent 
mechanical  power.  The  front  forks  would 
also  receive  special  attention,  for  as  they  get 
the  first  shock  from  an  opposing  obstacle 
great  strain  is  thrown  on  the  fork  crown 
and  the  base  of  the  steering  column.  Some 
form  of  spring  fork  or  anti-vibrator  would 
be  adapted,  if  possible.  These  are  just  the 
outlines  of  the  ideas  we  would  work  upon. 

As  to  the  position  of  the  motor,  we  have 
found  that  as  near  an  equal  distribution  of 
the  weight  as  is  possible  gives  the  best  gen- 
eral results.  As  regards  this  point,  it  is  ex- 
tremely interesting  to  note  the  various  de- 
signs as  they  are  brought  before  the  public. 
The  motor  has  been  put  into  every  conceiv- 
able position,  from  the  front  of  the  head  to 
a  bracket  extended  in  rear  of  the  back  wheel. 
While  the  best  position  for  the  motor  to 
occupy  has  been  the  subject  of  much  discus- 
sion and  experiment,  the  equally  important 


items  of  lubrication,  sparking  apparatus,  etc., 
seem  to  have  been  almost  overlooked  by 
makers  on  this  side  of  the  "herring  pond." 

The  Americans  have  paid  more  attention 
to  these  details,  though  they  have  missed 
others,  and  on  two  or  three  designs  a  system 
of  automatic  lubrication  is  to  be  seen.  The 
subject  of  the  transmission  of  power  from 
motor  to  driving  wheel  is  an  interesting  one. 


Driving  and  Driven  Wheel  Tires. 

The  suggestion  has  been  made  that  to  get 
the  best  results  from  tires  they  should  be 
constructed  with  special  reference  to  whether 
they  were  to  go  on  the  driving  or  the  driven 
wheel.  It  is  said  that  one  rider  had  tires 
specially  constructed,  one  to  go  on  the  front 
and  one  on  the  rear  wheel.  That  for  the 
front  wheel  had  the  threads  at  a  much 
shorter  angle  than  those  of  the  back  wheel. 
The  result  was  that  he  had  a  much  more 
resilient  tire  on  the  front  wheel  than  on  the 
back.  The  ideal  tire  for  resiliency  alone  is 
said  to  be  one  with  the  threads  perfectly 
transverse. 

Here's  the  "Coasting  King." 

Two  or  three  of  the  coaster-brake  makers 
in  England  are  having  a  deal  of  fun  and 
rivalry  between  themselves  by  sending  men 
for  the  "coasting  record" — not  downhill,  as 
may  be  imagined,  but  on  a  circular  race- 
track. The  "record"  appears  to  change  own- 
ers each  week.  At  last  accounts  it  stood  to 
the  credit  of  one  J.  E.  Bywater,  who  coasted 
the  almost  incredible  distance  of  one  mile,  969 
yards.  Accordingly  he  has  been  crowned  the 
"Free  Wheel  King."  The  only  possible  in- 
ference is  that  the  men  are  unusually  skil- 
ful and  the  track  bankings  unusually  high. 


France's  Cycling  Population. 

According  to  the  tax  returns  for  1900,  just 
published,  there  was  no  diminution  in  the 
use  of  bicycles  in  France  during  that  yenr. 
The  returns  disclose  a  total  of  987,130  bi- 
cycles, from  which  the  government  realized 
$1,094,995.  The  records  of  previous  years 
follow:  1894,  203,026;  1895,  256,084;  1896, 
329,816;  1897,  408,869;  1898,  483,414;  1899, 
838,856;  1900,  987,130. 


Good  Chains  Made  Better. 

The  Indiana  Chain  Co.,  Indianapolis,  have 
still  further  improved  their  chains.  For  1902 
they  will  be  made  not  only  with  swaged 
centre  blocks,  but  with  milled  rivets,  that 
will  add  to  their  non-stretchability.  Unlike 
the  turned  rivet,  the  milled  article,  the  Indi- 
ana people  say,  cannot  vary  in  size  at  the 
shoulder  and  can  never  turn  in  the  side- 
plates. 

Claw  Cranks  are  old. 

It  is  claimed  that  the  use  of  the  "claw 
crank,"  i.  e.,  a  crank  with  the  inner  portion 
or  "spider"  of  the  sprocket  wheel  forming  an 
integral  part  of  it,  goes  back  as  far  as  1884. 
In  that  year  it  was  used  on  the  "Kangaroo," 
a  front  driving  safety  popular  about  that 
time.  It  came  into  use  on  rear  driving  safe- 
ties about  half  a  dozen  years  later. 


They  all  tell  you  that 

The 

One  Big  Reason 

Why  Women 

ceased  to  ride  (vas  because  of  the 
undue  weight  of  the  bicycles  built 
for  them.  And  there  is  a  lot  of 
truth  in  the  contention.  It  has 
always  been  our  belief  that 

What  the  People  Want 

IS 

Light  Bicycles  at 
Popular  Prices. 

We  manufacture  accordingly. 

OUR 

Indian  Bicyoies 

all  scale  less  than  25  pounds  and 
list  at  ^25,  $30  and  ^35. 

If  you  want  a  line  of  sellers  the 
Indian  agency  will  provide  them. 


Is  there  an  Indian 
agent  in  your  town  ? 


Our  Motor  Bicycle,  too 

is  almost  ready  for  marketing.  It's 
a  dandy.  If  you  take  on  any  other 
before  seeing  it  you'll  be  apt  to 
regret  it  before  the  year  1902  is 
very  far  advanced. 


HENDEE IMF6.  CO..  Springfield,  Mass. 


il 


162 


RAQNG 


Influenced,  doubtless,  by  the  protests  of 
several  automobilists  who  were  defeated  by 
a  motor  tricycle,  the  Automobile  Club  of 
America  hare  ruled  that  motor  bicycles  and 
tricycles  cannot  compete  with  the  big  ve- 
hicles. It  is  now  in  order  for  the  National 
Cyclists'  Association  'to  formally  announce 
its  authority  over  motocycles  of  all  forms. 
The  announcement  is  logical  and  will  greatly 
simplify  matters.  It  has  been  already  too 
long  delayed.  As  the  Bicycling  World  has 
long  contended,  the  use  of  a  motor  does  not 
change  the  essential  character  of  a  cycle 
any  more  than  did  the  substitution  of  pneu- 
matic tires  for  solids. 


THE  BICYCLING  WORLD 

utes  251-5  seconds,  maklnga  world's  record; 
with  pedals,  Derny,  on  a  Lamaudlere  & 
Labre  bicycle,  in  2  hours  4  minutes  29  2-5 
seconds.  There  was  a  third  prize  given  for 
motocycles  weighing  less  than  thirty  kilos., 
and  it  was  gained  by  Deguichard  on  a 
Clement  bicycle  in  2  hours  44  minutes  17  4-5 
seconds. 


patriots  by  defeating  Jacquelln,  the  Frencb 
crack,  In  a  20-mile  paced  match  race,  and  by 
doing  it  with  ridiculous  ease.  Jacquelln  was 
no  match  for  McFarland,  who,  when  half 
th?  distance  had  been  covered,  was  two  laps 
ahead,  and  ultimately  won  as  he  liked  by 
three  laps  in  29:221-5. 


Although  four  were  entered,  but  one  motor 
bicycle  competed  in  the  Long  Island  Automo- 
bile Club's  one  mile  "symposium"  on  the 
Coney  Island  Boulevard  on  Satxu:day  last, 
darkness  putting  an  end  to  the  affair  before 
all  the  entrants  could  make  their  trials.  R. 
J.  Atkinson,  on  a  4  h.  p.  Orient,  the  one  who 
made  the  effort,  completed  the  straightaway 
mile  in  Im.  35s.  Henri  Fournier,  in  a  40  h. 
p.  Mors  carriage,  it  will  be  recalled,  upset  all 
previous  records  of  all  sorts  (railway  speed 
only  excepted)  by  doing  the  mile  in  51 4-5s. 


In  a  50-kiloms.  race  Michael  gave  Robl,  the 
German,  a  decisive  trouncing  at  the  Pare 
des  Princes  track,  November  3.  Michael, 
who  won  easily,  led  all  the  way,  making  new 
records  from  20  kiloms.  He  established  a 
new  record  for  50  kiloms.,  43m.  12  3-5s.,  this 
being  2m.  33  l-5s.  better  than  the  previous 
best. 


The  Criterium  of  motor  bicycles,  organized 
by  the  Auto-Yelo,  which  occurred  at  the 
Pare  des  Princes,  Paris,  attracted  a  crowd 
of  several  thousand.  There  was  only  one 
race  in  which  all  the  competitors  started 
together,  but  there  were  two  classes— first, 
motor  bicycles  on  which  pedalling  was  al- 
lowed, and,  second,  motor  bicycles  from 
which  the  pedals  had  been  removed.  There 
were  thirty-two  competitors,  and  the  win- 
ners were  the  following:  Without  pedals, 
Cissac,  on  a  Chapelle  bicycle,  who  accom- 
plished the  100  kilometres  in  1  hour  34  min- 


The  first  regular  cycle  meet  of  the  winter 
indoor  season  will  take  place  in  Madison 
Square  Garden,  December  7.  The  skimming- 
dish  track,  which  was  the  subject  of  so  much 
comment  during  the  summer,  will  be  replaced 
by  a  new  one  which  will  have  all  the  speed 
of  the  old  one,  and  at  the  same  time  be  built 
on  lines  that  will  make  it  safer.  The  main 
event  on  the  opening  night  will  be  a  25-mile 
professional  lap  race.  Kennedy  and  Powers 
will,  as  before,  be  in  charge. 

At  the  Pare  des  Princes  track,  Paris,  Octo- 
ber 31,  Floyd  McFarland  surprised  his  com- 


The  hour  record  is  now  a  possession  of 
Germany.  On  October  31  Dickentmann  went 
for  it,  and  succeeded  in  lowering  the  dis- 
tance by  109  metres  118  yards.  The  total 
distance  covered  by  Dickentmann  in  the  hour 
was  40%  miles.  Record  was  cut  from  35 
kiloms.  upward.  The  times  were  as  follows: 
35  kiloms.,  31m.  53s.;  45  kiloms.,  41m.  45s.; 
55  kiloms.,  50m.  29  2-5s.;  65  kiloms.,  59m. 
27  2-5s. 


Walthour  won  the  six-day  one-hour-a-day 
race  at  Memphis,  Tenn.,  Nov.  11-16,  with 
a  total  score  of  137  miles  10  laps.  Bowler 
was  only  a  foot  in  the  rear,  with  Leander  20 
yards  back,  with  a  flat  tire.  Hunter,  who 
had  ridden  all  the  week  while  suffering  from 
malarial  fever,  gave  up  in  the  eleventh  mile. 


WE  MAKE 


Bicycle  Fittings 


and  lots  of  other  articles  from 
Cold  Rolled  Steel  and  they  have 
proven  perfectly  satisfactory  to  the 
trade  for  the  past   seven    years. 

Our  Cups  and  Patented  Cones 

are  the  best  in  the  world.     ::      :: 

Estimates  from  drawings  or  blue 
prints  furnished.  Send  for  illus- 
trated catalog.  If  you  don't  see 
what  you  want  write  us.      ::      :: 


THE  H.  A.  MATTHEWS  MFG.  CO. 

SEYMOUR.  CONN.,  U.  S.  A. 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles, 

'*  Motocycles  and   How  to  Man- 
age Them  " 

is  the  very  book  you  need. 
Every  page  teaches  a  lesson.     Every  illustration 

"speaks  a  piece." 
And  there  are  126  pages  and  41  pictures,  too! 

Price,  $1.00. 
The  Goodman  Co.,  124  Tribune  Bldg.,  New  York. 


THE  BICYCLING  WORLD 


\63 


BLOCK  VS.  ROLLER 


The  two  Types  of  Chain  Again   Discussed 
— Where  the  Roller  Scores. 


There  is  scarcely  any  end  to  the  number  of 
features  in  which  cycle  pi-actice  here  and 
across  the  waver  differs.  The  methods  of 
construction  in  the  t^vo  countries  grow  wider 
'apart  as  the  years  go  by,  and  there  appears 
to  be  little  likelihood  of  a  contrary  move- 
ment setting  in. 

On  American  machines  scarcely  anything 
but  the  block  chain  is  used.  It  gives  almost 
complete  satisfaction,  and  there  is  little  or 
no  thought  of  change.  Across  the  water  it 
is  just  the  other  way;  tlie  roller  chain  has 
become  more  and  more  popular,  and  the 
time  is  not  far  distant  when  the  block  type 
will  be  driven  out.  In  fact,  this  time  is  al- 
most within  sight  now. 

Commenting  on  the  action  of  one  chain 
maker  In  dropping  block  chains  entirely,  con- 
fining itself  to  the  manufacture  of  the  roller 
type,  the  Cycle  Trader  says: 

"They  must  have  something  very  good  to 
warrant  such  an  important  move.  Experts 
in  chain  driving  have  long  since  been  agreed 
that  the  block  chain  was  wrong  in  principle 
for  transmitting  power  wherever  any  dirt 
was  present.  It  was  thought  by  many,  when 
the  roller  chain  was  introduced,  that  the 
roller  was  a  fad,  a  superfluous  element,  but 
on  closer  examination  it  is  seen  that  the 
roller  is  the  very  life  and  soul  of  chain 
driving. 

"It  is  now  pretty  well  known  that  chain 
wheels  are  made  greater  in  pitch  than  the 
chain  when  new;  therefore,  to  get  the  chain 
around  tlie  chain  wheel  the  tooth  .spaces 
have  to  be  cut  wider  than  would  otherwise 
be  necessary  for  the  rollers.  lu  use,  there- 
fore, the  roller  comes  in  at  one  side  of  the 
tooth  space,  and  when  it  is  turned  a  little 
more  than  lialf  a  revolution  it  finds  itself  on 
the  other  side  of  the  tooth  space,  so  that  a 
creep  has  taken  place  right  across  the  tooth 
space  under  the  working  pressure. 


"Now,  dirt  and  grit  are  being  dusted  or 
splashed  on  to  the  chain  ad  lib.,  and  the 
power  outer  surface  of  the  roller  and  the 
tooth  have  this  grit,  which  causes  them  to 
bind,  and  the  roller  actually  rolls  across  the 
said  gap,  the  friction  talcing  place  between 
the  roller  and  the  sleeve,  where  the  area  of 
contact  is  greater,  and  therefore  the  pressure 
per  unit  area  is  reduced. 

"In  the  case  of  the  block  chain  this  same 
action  had  to  take  place,  but  the  block  had 
to  creep  across  the  space  and  also  move  in 
going  in  and  coming  out  of  the  tooth,  and  the 
frictional  surfaces  in  contact  were  the  actual 
block  itself  and  the  tooth.  That  this  was  so 
is  exemplified  in  the  enormous  number  of 
block  chains  that  used  to  get  'nibbled,'  the 
nibbling  invariably  taking  place  in  a  much 
more  pronounced  degree  if  the  hub  sprocket 
was  the  least  atom  too  large  in  diameter. 

"All  this  trouble  is  completely  removed  in 
roller  chains.  The  old  trouble  with  roller 
chains  stretching  has  now  become  a  thing  of 
the  past  in  the  higher  specialization  of  the 
production  of  these  chains.  The  old  stretch- 
ing complaint  comes  from  several  causes. 
One  of  the  worst  was  that  the  chain  got 
loose  where  it  was  intended  to  be  a  driving 
tight  fit.  the  other  came  from  imperfect 
hardening." 


Two  Shows  Contrasted. 

The  present  Stanley  Show,  which  opens  to- 
morrow at  the  Agricultural  Hall,  London, 
will  be  the  twenty-fifth  show  which  the 
famous  Stanley  Bicycle  Club  has  carried 
through.  The  club,  which  was  formed  in 
1876.  gave  its  first  show  in  1878,  some  sev- 
enty-six machines  being  exhibited.  From 
tliis  modest  beginning  the  shows  grew  in 
numbers  and  importance,  until  in  1896  no 
less  than  2.028  machines  were  shown. 

The  National  Show,  which  also  opens  to- 
morrow, is  a  much  younger  function.  Its 
existence  dates  only  from  1893,  when  an  as- 
S(  elation  embracing  the  bulk  of  the  trade 
lirauched  out  and  ran  a  show  at  the  Crystal 
Piilace  in  opposition  to  the  time  honored 
Stanley.  In  that  year  1,327  machines  Avere 
shown,  and  high  water  mark  was  reached  in 
1896.  v.lien  the  number  was  2,306. 


Ths    SiantiartI  High    Grade   Bar   of   America 


IS    THE 


IDEAL 
Hantlle  Bar. 


Wliy  use  tlie  low  grade  of  bars  when  you 
can  get  the  best  for  a  few  cents  extra.  Our 
bars  are  better  than  ever.  Out  of  the  two 
large  manufacturers  who  used  15,100  bars  last 
season  we  were  called  on  to  replace  only  two 
tops  and  no  stems,  and  these  were  broken  through  accidents.  The  best  firms  use  our  bars,  such 
as  the  Waltham  Mfg.  Co.,  Iver  Johnson  Arms  &  Cycle  Works,  J.  Stevens  .\rm«  &  Tool  Co.. 
Warwick  Cycle  Co.  and  also  several  branches  of  the  American  Bicycle  Co.  Our  customers  of 
the  past  who  are  still  in  business  are  still  with  us.  You  will  make  no  mistakes  by  cataloging 
our  goods.    Get  prices  for  the  coining  season.     Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


IT'S  ALL 
PERSONS,  NOW 


The  trade  pendelum  has  swung 
and  it  has  carried  the  Persons  to  the 
tip-  top  notch. 


The  Persons  saddle  will  distin- 
guish the  high  grade  bicycles  of 
1902. 

It  is  a  guarantee  that  the  bicycle 
makers  are  not  building  on  the 
penny-pinching  basis.  It  is  a  guar- 
antee that  they  are  honestly  trying 
to  make  their  bicycles  what  tney 
claim  them  to  be — a  guarantee  that 
the  claim  *'we  use  the  best  that 
money  can  buy  **  is  not  an  empty 
one. 

Nothing  will  be  so  rare  as  the 
bicycle  manufacturer  who  will  not 
use  the  Persons  saddle  unless  it  is 
the  lonesome  jobber  who  does  not 
carry  it  in  stock. 

Whey  you  pay  for  a  high  grade 
bicycle  you  are  entitled  to  a  high 
grade  saddle.  Get  it.  Specify  the 
Persons  when  you  order. 

It^s  Persons,  Persons,  Persons 
everywhere.  It  is  carrying  the 
trade  with  it.  Why  try  to  swim 
against  the  tide. 


PERSONS  MFG.  CO., 

CHAS.  A.  PERSONS,  Pres't. 

WORCESTER,  MASS. 


164 


THE  BICYCUNG  WORLD 


The  Retail  Record. 

Plainvllle,  Conn.— B.  G.  Bassett,  closed. 

Plainville,  Conn.— George  White,  Whiting 
street,  closed. 

Great  Neck,  L.  I.— George  Bullen  succeeds 
John  Brown,  jr. 

Brockton,  Mass.— Plckard  Bros,  will  erect 
a  four  story  building. 

Toronto,  Out.- Tliomas  Fane,  367  Yonge 
street,  forty  bicycles  burned;  insured. 

Great  Barrington,  Mass.— Frank  Minkler 
has  purcliased  the  business  of  C.  E.  Cross. 

Portsmouth,  Va.— Northrop  &  Baker,  701 
High  street,  have  assigned  and  goods  will 
be  sold  for  benefit  of  creditors. 

Santa  Eosa,  Cal.— Harry  Hulbert  has  pur- 
chased the  interest  of  L.  B.  Bement  in  the 
Cash  Gyclery  and  will  continue  the  business. 


To  Make  O'Meara's  Tire. 

Under  South  Dakota  laws,  with  headquar- 
ters at  Armour,  that  State,  a  company  has 
been  organized  to  undertake  the  manufacture 
and  sale  of  a  tire  invented  by  Denis  H. 
O'Meara,  of  Worcester,  Mass.  The  tire  is 
called  the  "Yielding  All-Metal  Tire,"  and  is 
described  as  having  "steel  springs  between 
the  outer  and  inner  rim,  while  the  outer  rim 
is  of  aluminum,  which  can  be  renewed  at 
small  cost,  and  the  remainder  of  the  device 
so  durable  that  it  will  last  as  long  as  the 
framework.  The  springs  are  protected  by 
rubber  cloth  covering.  Other  advantages 
claimed  are  that  the  wheel  keeps  the  ground 
better  and  recovers  more  quickly  from  re- 
bound." 


It  Ended  Grip  Troubles. 

There  is  nothing  more  remarkable  than  the 
way  the  little  troubles  which  formerly  an- 
noyed the  cyclist  pass  away  and  are  forgot- 
ten. Take  the  matter  of  handlebar  grips, 
for  example.  For  several  years  after  cork 
and  composition  grips  came  into  use  they 
gave  cause  for  dissatisfaction.  No  amount 
of  care  availed  to  make  them  stick.  They 
were  continualy  coming  loose,  the  tips  were 
dropping  off,  and  the  replacement  of  broken 
grips  was  an  everyday  matter.  Then  some 
one  hit  on  the  plan  of  inserting  a  piece  of 
wood  or  other  substance  in  the  end  of  the 
bar  and  fastening,  usually  by  screwing,  the 
grip  tip  fast  to  it.  No  sooner  was  this 
thought  of  than,  presto,  change;  the  trick 
was  done  and  the  trouble  was  almost  elimi- 
nated. 


Improvement  is  still  the  order 
of  the  age. 

THE  FORSYTH 
IS  A  COASTER  BRAKE  OF  TO-DAY 

not  of  yesterday. 


It  embodies    more  real  improvements  than  any 

other  on  the  market — not  merely  alterations, 

mind  you,  but  genuine  improvements. 

YOU  SHOULD  NOT  PERMIT  YOURSELF  TO  REMAIN 
IN  IGNORANCE  OF  THEM. 

It  will  afford  us  pleasure  to  post  you, 

FORSYTH  MFG.  CO.,  -  BUFFALO,  N.  Y. 


Jobbers  be  Wise! 


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our 
1902 
Price 
List. 


THE  ERIE  CRACK-A-JSCK  (DOUBLE  TUBEP 
PATENTED  MAY  28,  1901 

PENNSYLVAMfl  RUBBER  CO. 
ERIE.   PA, 


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PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK  CHICAGO  BOSTON 

BUFFALO  PHILADELPHIA 


Sterling  Continuous  Ringing  Chime. 


NON=WINDINQ. 


Don't  flake  a  flistake. 

Buy  This  Chime  and 
Only  This. 


NON==REVOLVINQ 


N.  N.  HILL  BRASS  CO. 

( Sole  Manufacturers  ) 

EAST  HAMPTON,  CONN. 


SALESROOMS:    84-86  Chambers  St.,  NEW  YORK. 
45  Pearl.St.,  BOSTON. 


fPATENT  APPLIED  FOR.) 


THE  BICYCLING  WORLD 


i66 


ALUMINUM  JOINTS 


How  They  are  Made   and  the   Advantages 
Claimed  for  Them. 


Much  of  the  weight  of  ;i  fi-;nne  or  front 
forks  is  in  tlie  joints.  This  is  particularlj' 
true  of  drop  forgings,  even  wIkmi  they  are 
machined  and  filed  down  to  a  kuite  edge. 
And  yet  in  spite  of  tliis  the  joint  is  usually 
considered  the  weakest  part  of  the  frame. 
Certainly  there  are  more  breakages  of  the 
joints  than  of  the  tivbing. 

In  this  connection  another  attempt  to  make 
use  of  aluminum  in  the  construction  of  cycle 
frames  is  noteworthy.  An  English  concern 
has  undertaken  the  manufacture  of  cast  alu- 
minum joints,  these  being  claimed  to  be 
lighter  as  well  as  stronger  than  the  ordinary 
steel  forgings  or  stampings  used  for  that 
purpose. 

The  process  appears  to  be  very  similar  to 
the  one  described  in  the  Bicycling  World  a 
few  months  ago  and  emanating  from  Syra- 
cuse, N.  Y. 

It  consists  of  casting  around  the  steel  tubes 
aluminum  alloy  lugs,  which,  on  cooling,  con- 
tract tightly  on  to  the  tube.  In  order  to  give 
the  necessary  strength,  and  to  insure  that 
the  tubes  shall  not  turn  in  the  lugs,  the 
casting  is  made  with  crossbars,  which  pass 
right  through  the  lugs,  and,  of  course,  cast 
in  one  piece  with  the  outside  lug. 

The  process  of  making  these  joints,  which 
was  fully  demonstrated  at  the  works,  is  as 
follows:  The  tubes  are  mitred  to  fit  around 
each  other  properly,  and  in  the  case  of  the 
bottom  bracket  their  ends  are  rounded  out  to 
conform  with  the  inside  Avail  of  the  bracket 
shell.  They  have  then  holes  drilled  or 
punched  through  them  to  allow  of  the  metal 
running  through  to  form  the  crossbars.  A 
sand  or  clay  core  of  special  material  is  now 
formed  inside  the  tube,  a  wad  of  paper  be- 
ing first  inserted  iu  the  tube  at  a  point  just 
bt  yond  where  the  end  of  the  lug  will  come. 
The  core  is  now  pierced  through  from  the 
holes  in  the  tube,  thus  forming  the  mould 
for  the  crossbars. 

The  tube  with  the  core  inside  it  is  now 
dried  in  a  core  oven,  and  a  feature  of  the 
process  is  that  the  core  does  not  dry  too 
small  for  the  tube,  but  fits  exactly  when  dry 
as  when  wet.  The  tubes  being  thus  pre- 
pared, a  mould  of  sand  is  made  in  an  ordi- 
nary flask,  a  brass  pattern  of  the  bracket 
shell  with  extending  prints  representing  the 
tubes  being  used,  and  the  extending  prints 
being  securely  held  in  jig  clamps  specially 
arranged  to  hold  the  print  at  the  correct 
angle.  The  bottopi  flask  is  filled  and  rammed 
tight,  a  parting  face  made  and  sprinkled  with 
parting  sand  in  the  usual  way. 

The  top  box  is  now  put  on  and  rammed, 
taken  off,  and  ingates  and  air  gates  made  in 
the  usual  way.  The  brass  pattern  is  now 
removed  from  the  mould,  and  a  sand  core 
representing  the  inside  chamber  of  the 
bracket  laid  in  its  place.  The  tubes  with 
their  dried  cores  are  now  placed  through  the 


holes  iu  the  mould  until  their  ends  touch 
I  lie  core  in  the  moidd;  they  are  then  clamped 
linuly  in  position  by  the  jig  clamps  which 
previously  held  the  long  prints  of ,  the  pat- 
t(  1  n.  The  toj)  box  is  now  placed  in  position 
and  wedged  up.  and  the  aluminum  alloy 
poured  in. 

After  tlie  casting  has  cooled  it  is  removed 
from  the  mould,  and  the  ingates,  air  gates 
and  headers  removed  by  means  of  a  baud 
saw.  It  now  remains  to  remove  the  cores  in 
the  tubes. 

First  of  all,  the  pa))er  wad  is  removed 
with  a  sharp  steel  hook;  next,  a  tube  is 
inserted,  through  which  air  under  heavy 
pressvu-e  is  forced.  '  The  end  of  the  tube  is 
knocked  up  against  the  cores,  and  the  air 
blast  blows  the  now  crumbled  core  out  at 
the  end  of  the  tube.  A  very  small  electric 
incandescent  lamp  is  now  inserted  at  the 
end  of  a  tube,  and  the  operator  can  plainly 
see  w'hether  or  not  all  the  core  has  been  re- 
moved. In  dealing  with  a  lug  such  as  a 
seat  lug  or  a  head  lug  the  crossbars  are 
replaced  by  an  internal  liner  of  alloy  cast 
together  with  the  outside  lug  and  connected 
with  it  by  holes  through  the  tube.  In  cast- 
ing the  head  and  seat  lugs  plate  patterns 
are  used— that  is  to  say,  half  of  the  pattern 
appears  on  each  side  of  a  metal  plate  which 
fits  on  the  top  of  the  bottom  flask.  This 
conduces  to  rapid  moulding. 


RUBBER  SUBSTITUTE 


Gum  Extracted   From  the   Abornamortana 
Brassa  the  Foundation  of  it. 


Changes  in  Crank  Shaft. 

There  was  a  time  Avhen  the  crank  shaft  of 
a  bicycle  was  one  of  the  most  important  of 
all  the  cycle's  many  parts.  In  the  days  of 
the  high  wheel  not  only  the  cranks  but  the 
front  wheel  hub  flanges  as  well  were  fast- 
ened to  it,  and  if  an.Athing  went  wrong  Avith 
it  pretty  nearly  half  the  bicycle  was  put 
hors  de  combat. 

When  the  safety  came  iu  there  was  but 
little  diminution  in  the  important  position  in 
the  bicycle's  economy  held  by  the  crank 
shaft.  As  before,  the  cranks  AA'ere  firmly  at- 
tached to  it,  and  the  sprocket  Avheel  as  Avell. 
As  a  matter  of  fact,  the  latter  bore  consider- 
able resemblance  to  the  flanges  on  the  high 
Avheel,  and  it  had  to  be  just  as  firmly  se- 
cured. 

^Modern  cycle  construction  has  greatly 
changed  this,  hoAvever.  Such  a  thing  as  a 
mere  sluift  is  almost  unknown.  Whether  the 
one,  two  or  three  piece  construction  be 
adopted,  this  holds  true.  In  the  first  tAvo 
cases  the  shaft  is  but  a  part  of  the  crank, 
and  usually  the  sprocket  wheel  is  attached 
to  it.  Even  if  a  three  piece  construction  is 
used,  the  crank  and  part  of  the  sprocket  are 
in  one  piece,  and  in  this  shape  are  fastened 
to  the  shaft  itself. 


In  his  book,  "The  American  Invaders," 
which  has  created  something  of  a  stir  on 
the  other  side,  Fred  A.  McKenzie  maintains 
that  the  cycle  and  wool  trades  are  the  only 
trades  in  which  America  has  failed  to  beat 
Britain.  Mr.  ilcKenzie  does  not  appear  to 
have  studied  American  export  statistics  as 
carefully  as  he  should  have  done. 


One  more  rubber  sul)stitute  has  made  its 
appearance— this  one  in  France.  It  is  a' 
mixture  of  the  fibre  of  ramie  Avith  the  milky 
juice  of  a  Chinese  plant  Avhose  botanical 
name  is  Abornamortana  brassa.  This  gum 
is  known  commercially  in  England  as  Pon- 
tianak  gum.  The  synthesis  of  rubber  is  un- 
dertaken by  the  assimilation  of  gums  and 
fibres  of  the  same  family  which,  under  cer- 
tain conditions,  seem  to  have  a  natural  attiu- 
ity  for  one  another  and  give  an  elastic  ma- 
terial having  the  properties  of  rubber. 

The  ramie  fibre  is,  preferably,  first  dried, 
and  the  oily  and  volatile  matters  which  it 
contains  are  removed.  The  gummy  juice  is 
then  mixed  with  the  fibre  and  the  mixture 
crushed  between  cjdinders  heated  to  a  tem- 
perature of  50  degrees  centigrade.  It  is 
passed  back  and  forth  between  these  until 
the  two  constituents  are  completely  incorpo- 
rated in  one  another.  The  mass  is  then 
placed  in  an  oven,  the  temperature  of  which 
is  150  degrees  centigrade,  and  this  tempera- 
ture is  raised  gradually  to  a  point  between 
175  and  205  degrees.  After  about  four  hours 
this  process  is  completed.  When  the  mass  is 
cooled  it  is  seen  that,  although  the  fibrous 
structure  remains,  its  textile  resistance  is 
completely  destroyed.  The  mixture  is  then 
worked  at  a  temperature  of  50  degrees  iu  a 
mixing  mill  until  the  fibrous  structure  is  en- 
tirely destroyed  and  the  mass  is  uniform. 

During  this  last  treatment  substances  giv- 
ing off  oxygen,  sucli  as  borate  of  manganese 
or  permanganate  of  potassium,  are  intro- 
duced, to  the  proportion  of  from  5  to  8  per 
cent,  and,  if  desired,  a  softening  material 
such  as  balata  gum  up  to  about  10  per  cent; 
sulphur  may  also  be  added.  This  process 
bfing  completed,  the  mass  is  allowed  to  cool 
for  about  forty  hours,  to  permit  thorough  as- 
similation, and  the  mass  is  then  cooked  by 
steam  under  a  pressure  of  50  pounds  to  the 
square  inch  for  about  three  hours.  When 
the  product  is  cool  it  is  stated  to  have  all 
the  qualities  of  India  rubber. 

The  folloAAdng  formulre  giA'e  various  grades 
of  product:  Gum,  80  per  cent;  fibre,  15  per 
cent;  sulphur,  5  per  cent.  This  gives  a  good 
marketable  quality  of  flexible  rubber.  A  bet- 
ter qviality  of  the  same  product  is  made  from 
the  mixture  of  gum,  72  per  cent;  fibre,  10 
per  cent;  balata,  10  per  cent;  sulphur,  8  per 
cent.  A  flexible  material,  excellent  for  the 
manufacture  of  hard  rubber  objects,  is  made 
of  gum,  75  per  cent;  fibre,  20  per  cent;  sul- 
phur, 5  per -cent.  In  the  first  formula  given 
the  sulphur  may  be  replaced  by  perman- 
ganate.   

"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocycles  and  How  to  Man- 
age Them."  $1.  The  Goodman  Co.,  Box  649, 
New  York.  "• 


166 


THE  BICYCLING  WORLD 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 


LIGHT    WEIGHT    RACING    MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN     HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GHHOE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  /oS.'^R  CHAIN 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING, 

The  only  chain  having  Prictionless 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

sprockets. 

Send  for  Catalogrue  and 
Trade  Price  to 

Morse  ChaiD  Co.,  Irumansburg,  N.  Y. 


WANTS  AND  FOR  SALE. 


I  5  cents  per  line  of  seven  words,  cash  with  order. 


XA/ ANTED — Everyone  interested  in  motor  bi- 
cycles to  purchase  "Motocycles  and  How  to 
Manage  Them."  Contains  126  pages  bristling 
with  information.  $1.00  per  copy.  For  sale  by 
The  Goodman  Co.,  1 54  Nassau  St.,  New  York  City. 


The  Week's  Patents. 

086,255.  Tire  for  Bicycles.  Ben  Brough- 
lon,  Hamilton,  Canada.  Filed  April  26,  1901. 
Serial  No.  57,627.    (No  model.) 

Claim. — 1.  A  tire  consisting  of  a  corli  core, 
two  opposite  surfaces  of  the  corli  treated  by 
pressure  rollers  and  compressed  at  I'iglit 
angles  to  the  grain  of  the  cork,  and  previous 
to  the  shaping  of  the  corli  into  a  ring,  and  a 
rubber  envelope  or  cover  vulcanized  thereto, 
substantially  as  and  for  the  purpose  set  forth. 

686,284.  Motocycle.  Edmoud  F.  Gott- 
schalli  (by  judicial  change  of  name  now  Ed- 
mond  Francis  Strattou),  New  Yorii,  N.  1^. 
Filed  Feb.  18,  1901.  Serial  No.  47,726.  (No 
model.) 

Claim. — 1.  The  combination  with  a  gaso- 
lene or  similar  motor  liaving  a  closed  casing 
forming  the  base  of  the  motor,  of  supporting- 
devices  tlierefor  constructed  to  secure  the 
motor  in  operative  position  upon  a  diamond 
frame  bicycle  of  ordinary  construction,  said 
supporting  devices  comprising  one  or  more 
clamp  brackets  made  integral  witli  the  base 
of  the  motor  and  adapted  to  engage  the  lower 
forward  brace  of  the  bicycle  frame,  and  an 
adjustable  bracket  or  stay  secured  to  the  top 
of  tlie  motor  and  adapted  to  engage  the  top 
brace  of  the  bicj^cle  frame,  substantially  as 
described. 

686,319.  Self-Inflating  Tire  for  Bicycles. 
Charles  G.  Morgan,  London,  England.  Filed 
Aug.  20,  1900.    Serial  No.  27,450.    (No  model.) 

Claim. — 1.  A  self-inflating  tire,  comprising 
an  air  tube,  a  pumping  tube  surrounding  the 
rim  of  the  wheel,  means  for  admittiug  air  to 
said  pumping  tube  and  forcing  such  air  to 
the  air  tube,  and  a  baud  composed  of  con- 
tractible  and  expausiijle  elements  and  ar- 
ranged between  the  said  pumping  and  air 
tubes,  substantially  as  set  forth. 


"Defects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motocycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co..  Boj 
849.  New  York.  ••* 


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Spelter  Solder 


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Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn, 
^  Depots :  210  Lake  St.,  Chicago.  ^ 

y  42^   Broome  St.,  New  York  ^ 

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We  make  oilers  for  almost  the  entire  trade.     The 
quality  of  our  oilers  is  unequaled. 

CUSHMAN  &  DENISON  Mfrs.  240-2  W.  23d  St.  N.  Y. 


THE  MAGIC    .     1 

iACOMPLETE  REPAIRTOOLFORALl' 
.<;:;,  S|NG1,;E, TUBE  TIRES.  ,- 


HAS  A  POINT  ONLY  XelN.  DIAMETER. 
THE  MAGIC  is  as  good  as  ever.     But  prices  are  dif- 
ferent.     Get  our  new   quotations  for    1902   and    you 
will  be  rijrht  in  it.      You  will  find   it  well  worth  the 
trouble. 
THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEEST.,  CHICAGO,  ILL. 


D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

OLUTELT  THE  BEST     Quad  and 
li^otor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


STEEL 
BALLS 


The  Best  in 
the  World. 


EXCELSIOR  MACHINE  CO.,  BUFFALO,  N.  Y. 


if  You  Desire 
Compiete  IVioior  Bicycies 

You  cannot  get  a  better  one  than 

THE   MARSH. 

if  You  Desire 
to  Buiid  Your  Own  iViotor  Bicycie 

We  can  supply  everything  which  you  require 
for  the  purpose.      Write  us. 

The  Motor  Cycle  Mfgm  Com,  Brockton,  Massm 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  which  ii  Incofporated  "  The  Wheel  and  Cycling  Trade  Review  "  and  the  "  American  CycBrt." 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  November  28,  1901. 


No.  9 


WILMOT  &  HOBBS  SELL 


Bridgeport  Plant  Taken  Over  by  new  Com- 
pany— Wllmot   Remains  President. 


Without  so  much  as  an  inkling  of  it  having 
leaked  out,  the  well  known  Wilmot  &  Hohhs 
Mfg.  Co.,  Bridgeport,  Conn.,  has  undergone  a 
transformation,  and  is  now  the  American 
Tube  and  Stamping  Co.,  capitalized  at  $2,800,- 
000. 

The  new  companj-  received  its  charter 
from  the  Legislature  of  Connecticut  in  1899. 
Its  directors  are  Frank  A.  Wilmot,  Albert  N. 
Stanton,  Clarence  D.  S.  Miller  and  George  L. 
Prentiss,  all  of  the  old  company;  Edwin  G. 
Sanford,  president  of  the  City  National  Bank 
of  Bridgeport;  Edwin  Langdon,  president  of 
the  Central  National  Bank  of  New  York,  and 
Henry  W.  Nutt,  late  assistant  general  sales 
agent  of  the  American  Steel  Hoop  Company. 

The  presence  of  Mr.  Nutt  in  the  concern  is 
taken  as  an  indication  that  the  American 
Tube  and  Stamping  Co.  may  soon  be  made  a 
part  of  the  United  States  Steel  Corporation. 
The  Steel  Hoop  Co.  is  a  factor  of  that  cor- 
poration, and  Mr.  Nutt's  recently  conspicu- 
ous standing  with  the  Steel  Hoop  Co.  savors 
of  his  close  conection  with  the  Steel  Corpora- 
tion. 

Mr.  Wilmot,  who  is  president  and  treas- 
urer of  the  new  company,  said,  however,  that 
it  has  no  connection  with  the  steel  trust,  but 
that  some  of  the  stockholders  were  also 
stockholders  in  the  United  States  Steel  Cor- 
poration and  other  companies. 


Have  no  Cause  for  Complaint. 

Of  trade  conditions  as  they  are  finding 
them  the  Wisconsin  Wheel  Works  write: 

"Our  factory  is  running  at  least  six  weeks 
earlier  than  last  year,  and  sample  orders 
are  averaging  larger  and  are  coming  in  very 
much  earlier  from  the  retail  trade.  We  are 
extremely  well  satisfied  with  the  outlook  for 
the  coming  year,  and  anticipate  that  it  will 
prove  the  most  satisfactory  year  we  have 
experienced  in  several  seasons." 


Hamming  on  his  own  Account. 

P.  H.  Hamming,  ti'easurer  of  th6  Grand 
Rapids  (Mich.)  Bicycle  Grip  Co.,  has  resigned 
that  office  and  disposed  of  his  holdings  in  the 
company.  Concurrently  he  has  established 
himself  in  the  same  line  of  manufacture  at 
116  I'rescott  street,  Grand  Rapids. 


What  Nott  Offers. 

The  affairs  of  the  Co-operative  Cycle  and 
Motor  Co.,  of  St.  Catherine's,  Ont,  engrossed 
the  attention  of  the  Council  of  that  town  last 
week.  The  City  Solicitor  submitted  a  letter 
from  the  liquidator  of  the  concern  stating 
that  authority  had  been  obtained  from  the 
court  to  allow  the  city  to  retain  the  security 
held  by  them  at  the  value  specified  in  the 
claim  as  filed.  The  Solicitor  advised  that 
the  Council  make  provision  to  take  care  of 
the  property. 

W.  G.  Nott  wrote,  offering  to  rent  the  fac- 
tory and  plant  of  the  company,  agreeing  to 
pay  $400  per  year  rental,  providing  he  can 
have  the  option  for  one  year  to  purchase  the 
same  for  $10,000,  payable  as  follows:  $500 
and  interest  at  4  per  cent  per  annum  each 
year  for  the  first  ten  years,  and  $1,000  and 
interest  at  the  same  rate  for  the  next  five 
years,  the  city  to  hold  first  mortgage  as  se- 
curity until  the  whole  amount  is  paid;  also 
that  he  or  any  company  he  may  form  have 
the  usual  exemption  from  taxation. 


JUST  WHAT  GATES  GAVE 


Pisher  Defines  the  Difference. 

C.  G.  Fisher,  the  Indianapolis  dealer,  has 
been  telling  one  of  the  Indianapolis  dailies 
some  of  his  experiences;  of  the  number,  a 
comparison  of  the  automobile  business  with 
the  bicycle  business  is  of  particular  value 
just  at  this  time. 

•'I  started  in  the  bicycle  business  several 
years  ago  with  $20."  he  said,  "but  it  is  easy 
as  pie  to  tie  up  $10,000  or  $15,000  in  the 
automobile  business.  And  it  is  so  easy  to 
drop  $1,000  or  so.  If  you  buy  a  machine 
that  proves  to  be  a  dead  one — I  mean  one 
that  will  not  sell— you  have  lost  $1,000,  for 
that  is  just  about  what  they  cost,  and  you 
can't  sell  a  dead  one." 

The  conditions  are  not  overstated.  The 
Bicycling  World  man  heard  a  New  England 
merchant  affirm  that  he  had  laid  out  twice 
the  amounts  named  by  Fisher  and  had  yet 
to  receive  a  profit  on  his  investment. 


Garden  Gets  Philadelphia  Branch. 

That  rare  old  bird,  R.  D.  Garden,  has  been 
named  to  succeed  C.  C.  Hildebrandt  as  man- 
ager of  the  American  Bicycle  Co.'s  Philadel- 
phia branch.  Hildebrandt  comes  to  New 
York  to  assume  charge  of  the  A.  B.  C.'s  Fifth 
avenue  automobile  depot,  Herbert  A.  Githens, 
its  former  manager,  being  transfered  to  the 
factory  at  Toledo. 


Agreement  By  Which  Keating  Bondholders 
Exchange  one  Paper  for  Another. 


As  things  now  stand,  the  holders  of  the 
Keating  Wheel  and  Automobile  Co.'s  bonds 
of  $440  face  value  will  receive,  as  a  result 
of  the  sale  of  the  Middletown  plant  to  "Isaac 
B.  Gates  and  associates,"  another  piece  of 
paper  representing  a  value  of  $400. 

The  agreement  with  the  Gates  people  as 
made  public  follows: 

"We,  the  undersigned,  holders  of  the  bonds 
of  the  Keating  Wheel  Co.,  to  the  amount 
set  opposite  our  names,  hereby  severally 
agree  to  exchange  said  bonds  for  new  bonds 
of  the  Eisenhuth  Horseless  Vehicle  Co.,  upon 
the  following  terms:  A  new  bond  to  be  ac- 
cepted for  each  Keating  bond  provided  and 
upon  condition  that  said  new  bonds  shall  be 
issued  to  an  amount  not  exceeding  $210,000, 
shall  be  secured  by  a  first  mortgage  upon  all 
real  estate,  buildings,  machinery,  fixtures, 
tools  and  implements  how  in  possession  of 
Frederick  A.  Betts,  receiver  of  the  property 
of  the  Keating  Wheel  and  Automobile  Co.  in 
Connecticut,  and,  provided  further,  that  the 
payment  of  interest  upon  each  of  said  new 
bonds  for  five  years  from  November  1,  1901, 
at  the  rate  of  5  per  cent  per  annum,  pay- 
able semi-annually,  shall  be  duly  in  writing, 
guaranteed  by  Mr.  I.  B.  Gates,  the  basis  of 
the  exchange  of  bonds  to  be  the  best  found 
practicable  and  equitable  by  the  receiver  and 
court." 

Wyoma  has  not  Withdrawn. 

Despite  rumors  to  the  contrary,  the  Wyoma 
coaster-brake  will  continue  on  the  mai'ket 
and  in  Improved  form.  The  statement  comes 
directly  from  the  Beading  (Pa.)  Automobile 
and  Gear  Co.,  and  is  therefore  authoritative. 
As  made  for  1902,  the  Wyoma  permits  the 
rear  wheel  to  run  backward,  is  narrower  in 
width,  lighter  in  weight  and  simpler  in  con- 
struction. 

Ashdown  With  a  Million. 

.1.  H.  Ashdown,  the  well  known  hardware 
and  cycle  jobber  of  Winnipeg,  Manitoba,  is 
turning  his  business  Into  a  stock  company, 
with  capital  of  $1,000,000;  It  will  be  incorpo- 
rated as  the  J.  H.  Ashdown  Hardware  Co. 


JtSM- 


172 


THE  BICYCLING  WORLD 


BX-MANAGER  ADMITS  IT 


Now  sees  the  Folly  of  Ultra-Excluslveness 
— Makers  not  Quiltless,  he  Says. 


"In  that  editorial  last  week,  'One  Way  to 
Better  Trade,'  the  Bicycling  World  put  its 
finger  on  the  real  cause  of  the  trade's  slump 
and  distress,"  said  the  man  who  formerly 
managed  a  branch  store  in  Brooklyn.  "Now 
that  it  has  been  pointed  out  I  can  see  with 
painful  distinctness  that  I  contributed  my 
full  share  to  the  unpleasant  result. 

"Like  nearly  every  one  else  in  the  trade,  I 
became  too  busy,  or  Imagined  I  was  too  busy, 
to  fool  with  bicycle  clubs  or  take  part  in 
cycling  affairs  that  required  any  time  or  at- 
tention outside  the  store.  I  grew  away  from 
nearly  all  the  men  I  ever  knew.  I  met  only 
the  people  who  came  to  see  me.  I  absolutely 
took  no  interest  in  any  one  or  anything  that 
did  not  promise  the  direct  return  of  a  dollar. 
The  dollar  was  always  in  my  eye.  I  couldn't 
see  beyond  It,  and  the  only  satisfaction  I  now 
have  is  that  nearly  every  one  else  in  the 
trade  was  in  the  same  box. 

"But  don't  place  all  the  blame  on  the 
dealer.  The  manufacturer  is  entitled  to  a 
full  share  of  it.  Before  he  began  to  make 
money  hand  over  fist  he  was  willing  to  spend 
a  dollar  to  promote  and  advance  the  busi- 
ness. He  seemed  to  appreciate  that  enthusi- 
asm was  a  good  thing  for  the  business,  and 
that  the  occasional  gift  of  a  bicycle  or  a 
lamp  or  a  saddle  as  a  prize  for  this,  that  or 
the  other  object  was  money  well  spent.  But 
when  the  boom  struck  him  and  he  began  to 
revel  in  easy  money  he  shut  down  hard  on 
putting  out  a  penny  for  any  purpose.  He 
ceased  to  be  easily  approachable  and  his  ex- 
cess of  dignity  had  as  much  to  do  with  chill- 
ing the  trade's  marrow  as  anything  else. 

"Enthusiasm?  Pshaw!  He  ceased  to  know 
what  the  feeling  was.  Even  when  some  of 
us  began  to  feel  the  pinch  of  declining  sales 
and  realized  that  it  was  time  to  do  some- 
thing, nothing  was  done.  Why,  will  you  be- 
lieve, a  week  or  two  ago  I  was  asked  what 
wheels  Kramer,  Taylor  and  Michael  rode, 
and  I  couldn't  answer  the  question;  worse 
than  this,  I  could  not  even  recall  the  name 
of  the  amateur  champion.  I  looked  over  the 
ads.  in  several  stray  copies  of  the  Bicycling 
World  that  happened  to  be  in  the  house,  but 
not  an  ad.  could  I  find  that  would  give  me 
the  information. 

"I  did  not  think  much  of  it  at  the  time,  out 
it  shows  how  we  all  lost  interest  in  every- 
thing but  'shop.'  And  yet  I  can  recall  the 
time  when  I  knew  what  wheels  were  ridden 
by  about  every  prominent  man  on  the  track 
or  road.  Yes,  and  there  was  a  time  when 
the  manufacturei-s  would  shout  such  facts 
from  the  housetops  and  spread  them  in  big 
black  type  in  the  bicycle  papers,  and  their 
agents  would  paste  them  In  their  show  win- 
dows. I've  done  it  myself.  Gosh!  what  fear- 
ful and  wonderful  changes  came  over  us  all. 


It  seems  like  a  dream  to  picture  the  condi- 
tions of  five  or  six  years  ago." 

"And  yet  now  you  are  trying  to  break  into 
the  unripe  automobile  business,  and  have 
worked  yourself  to  a  pitch  of  enthusiasm 
about  anything  and  everything  connected 
with  automobiles,  haven't  you?"  suggested 
the  Bicycling  World  man,  who  was  well  in- 
formed concerning  the  ex-manager's  doings. 

"Yes,  and  doing  something  to  sell  auto- 
mobiles that  I  never  thought  of  doing  when 
I  was  selling  bicycles,"  he  admitted  with  a 
doubtful  smile. 

The  Morrow  of  To=day. 

Extended  use  in  all  parts  of  the  world 
having  proven  the  1901  model  Morrow  coast- 
er brake  to  be  satisfactory,  the  Eclipse  Mfg, 
Co.  have  been  content,  generally  speaking, 
to  let  well  enough  alone.  For  1902  the  prin- 
ciple and  working  parts  remain  as  hereto- 
fore, the  refinements  being  in  minor  details 
only. 

The  chief  and  most  apparent  change  is  in 


FAILURE  TO  FOLLOW  UP 


The  Glaring  Weakness  of  the  Average  Mer- 
chant—Orders Permitted  to  Escape. 


Almost  every  advertiser  in  trade  papers, 
magazines  and  various  other  media  can 
point  to  perhaps  thousands  of  inquiries  re- 
ceived through  this  advertising,  but  com- 
paratively few  can  show  appreciable  results 
in  the  way  of  orders  received  after  the  in- 
quiry. 

It  is  usually  a  case  of  neglected  opportuni- 
ties—^^e  inquiries  have  not  been  followed  up 
closelj"^  enough  to  determine  whether  they 
held  out  any  prospect  of  getting  business. 

It  has  cost  considerable  money  to  get  these 
inquiries;  they  represent  invested  capital, 
Siisd  o:^  epBra  aq  oj  :jqSno  puB  pinoD  qoniAv 
handsome  dividends. 

Every  time  some  one  writes  "please  send 


the  arm,  as  the  accompanying  illustration 
makes  plain.  As  previously  made,  tlie  arm 
was  in  one  piece,  which  in  many  instances 
required  that  it  be  bent  to  conform  to  the 
bicycles  to  which  the  device  was  being  ap- 
plied. With  the  hinged  arm,  however,  this 
extra  labor  is  avoided,  the  hinge  being  ad- 
justable to  any  and  all  shapes  of  chain  stay. 
Another  improvement  is  the  substitution 
of  a  new  clip  for  attaching  the  end  of  the 
arm  to  the  frame;  this  clip  adjusts  itself  to 
any  size  of  tubing.     The  coaster  bralie  has 

« 

also  been  rendered  practically  dustproof. 


To  Suit  all  Tastes. 

That  extremes  meet  is  demonstrated  by 
an  English  firm  which  brings  out  for  1902 
two  machines  that  differ  radically.  One  is  a 
spring  frame,  while  the  other  is  a  sort  of 
cross  frame.  The  latter  has  an  extra  tube 
running  from  the  lower  head  to  the  diagonal 
tube  at  a  point  about  six  inches  above  the 
crank  hanger,  and  two  more  extra  tubes  are 
continued  from  this  point  to  the  chain  stays, 
just  in  fi-ont  of  the  tire. 


Uniform  Nuts  and  Bolts  Next. 

Standard  screw  threads  being  now  almost 
a  certainty,  there  is  already  a  call  for  an  ex- 
tension of  the  movement  in  English  trade 
circles.  Standard  bolts  and  nuts  are  the  next 
things  that  are  to  be  taken  up  and  made 
uniform. 


me  a  catalogue,"  you  have  a  practical  demon- 
stration of  the  interest  aroused  for  your 
goods  in  the  mind  of  somebody  who  ought 
to  be  your  customer. 

It  has  cost  you  money  to  arouse  that  inter- 
est; it  would  cost  you  only  a  few  cents  more 
to  keep  it  alive,  and  thereby  reap  the  benefit 
of  what  you  have  already  spent. 

And  yet  in  the  majority  of  cases  these  in- 
quiries are  treated  as  if  they  meant  nothing 
more  than  a  request  for  a  catalogue. 

A  catalogue  or  other  matter  is  sent,  some- 
times accompanied  by  a  perfunctory  letter 
to  the  effect  that  "your  favor  of  so  and  so 
to  hand,  catalogue  has  been  sent,  trust  to  bo 
favored  with  yoin-  valued  orders,"  and  so  on. 

And  tliere  the  matter  is  dropped,  perhaps 
to  be  talcen  up  again,  if  ever,  when  new  ad- 
vertising matter  is  issued  in  a  year  or  so. 

If  your  salesmen  went  after  business  like 
tliat,  you  wouldn't  expect  them  to  get  much, 
would  you?  writes  Ben.  Sherbow.  Then,  sup- 
pose you  were  to  treat  each  inquiry  as  if 
there  was  a  prospective  customer  in  back  of 
it,  don't  you  think  you  would  stand  a  much 
l)etter  chance  of  getting  business  out  of  it? 

There  is  a  gold  mine  for  you  in  that  list  of 
inquiries  which  perhaps  you  think  valueless 
MOW,  because  the  inquirer  did  not  send  an 
order  on  receipt  of  your  catalogue..  There 
are  orders  on  Ihat  list  to  be  had  for  the  ask- 
ing. 


THE  BICYCLING  WORLD 


J73 


LEECHMAN'S  LECTURE 


His  Topic,  Motor  Bicycles,  Attracted   Re= 
cord'Breakine   Attendance. 


At  the  last  session  of  that  admirable  in- 
stitution, the  Cycle  Engineers'  Institute— of 
■which  America  might  profitably  have  a  coun- 
terpart— "Motor  Bicycles"  was  the  topic,  G. 
Douglass  Leechman,  M.  C.  E.  I.,  being  the 
lecturer.  The  subject  was  of  such  interest 
that  it  served  to  attract  a  record-breaking 
attendance,  nearly  three  hundred  members 
being  present. 

After  remarking  its  uses  and  economies, 
Mr.  Leechman  asserted  that  the  motor  bi- 
cycle cannot  be  regarded  as  a  single  entity, 
but  as  consisting  of  two  separate  and  dis- 
tinct parts— the  bicycle  and  the  motor.  In 
nearly  all  cases  it  is  a  bicycle  to  which  a 
motor  has  been  supplied,  and  the  people  who 
bought  and  used  motor  bicycles  were  those 
who  had  already  become  expert  in  riding  the 
ordinary  safety  bicycle.  The  motor  can  be 
placed  in  almost  any  position  on  the  machine 
that  the  designer  pleases— in  the  front,  the 
middle  or  the  rear—and  the  bicycle  will  go 
and  keep  URon  its  keel. 

The  two  points  to  decide  were  (1)  which 
wheel  to  drive  and  (2)  where  to  place  the 
motor  so  as  to  drive  the  bicycle  easily  and 
avoid  sideslip.  Some  people  supposed  it  was 
an  advantage  to  have  the  centre  of  gravity 
low,  but  from  a  purely  balancing  point  of 
view  on  a  bicycle  it  is  desirable  to  have  the 
centre  of  gravity  as  high  as  possible  in  order 
to  avoid  sideslip. 

There  are  two  causes  of  sideslip.  First, 
from  riding  over  uneven,  greasy  surfaces; 
and  in  this  case  if  the  centre  of  gravity  is 
low  the  rider  will  not  have  a  chance  to  re- 
cover himself.  The  higher  the  centre  of 
gravity  the  slower  the  oscillation  and  the 
more  chance  there  is  of  correcting  any  dis- 
turbance. The  second  cause  of  sideslip  was 
the  endeavor  to  overcome  centrifugal  force 
when  turning  a  corner.  Take  the  case  of  a 
rider  coming  fast  around  a  corner;  the  rider 
wants  to  go  one  way,  but  the  machine  would 
much  rather  go  off  at  a  tangent;  but  in  this 
case  the  position  of  the  centre  of  gravity 
makes  no  difference,  and  need  not  enter  into 
the  calculations.  Another  matter  affecting 
the  balance  of  the  machine  is  the  effect  of 
the  gyroscopic  action  of  the  flywheels  of  the 
motor.  If  the  motor  was  in  front  to  drive  the 
front  wheel  and  rotated  the  flywheel  the 
same  way  that  the  machine  was  going,  it 
would  rather  help  the  steering  than  other- 
wise; but  if  the  motor  was  placed  at  the 
back  of  the  machine  aud  drove  the  back 
wheel  tlie  flywheel  would  have  to  be  rotated 
the  other  way  in  order  to  help  the  steering, 
whereas  when  the  motor  is  placed  in  the 
middle  of  the  machine  the  tendency  is  for 


it  to  assist  one  wheel  and  try  to  upset  the 
other. 

As  regards  the  durability  and  successful 
working  of  the  motor,  as  a  rule  it  will  be 
found  that  the  higher  it  is  from  the  ground 
the  less  likely  it  is  to  be  influenced  by  mud, 
dust,  etc.  This  is  a  small  point,  but  a  practi- 
cal one.  Another  point  in  favor  of  keeping 
the  motor  high  is  that  when  it  is  placed  low 
it  does  not  allow  of  much  clearance  from  the 
pedal  cranks,  and  things  have  to  be  cut  very 
fine  to  get  a  proper  length  of  crank  shaft, 
bearings  and  sufiiciently  large  flywheels,  etc. 
Thus  it  is  not  advisable  to  get  any  part  of 
the  motor  within  the  line  of  the  chain  wheel. 
A  good  deal  of  attention  has  been  paid  in 
recent  years  to  the  width  of  tread,  but  this 
is  not  a  point  that  should  worry  the  designer 
of  a  motor  bicycle.  If  the  motor  is  a  good 
one  it  will  not  need  much  pedalling,  and  so 
far  as  sitting  still  is  concerned,  it  is  quite 
as  comfortable  to  sit  with  feet  a  little  wider 
apart  than  is  the  case  upon  the  pedal  pro- 
pelled safety.  It  is  also  necessary  to  get 
the  motor  in  a  position  where  it  will  secure 
a  draught  of  cool  air,  but  not  so  as  to  cook 
the  rider. 

Another  point  requiring  careful  considera- 
tion is  the  inclination  of  the  cylinder.  It  is 
much  better  for  the  motor  to  be  run  vertical, 
and  it  is  certainly  much  preferable  for  the 
valves  to  be  in  an  upright  position,  since  in 
that  position  they  are  much  more  reliable  in 
their  action.  When  the  inclination  is  great 
it  is  possible  that  the  motor  will  run  all 
right  for  a  time,  but  it  cannot  be  expected 
to  give  continued  satisfaction.  There  is  cer- 
tainly some  scope  for  ingenuity  in  the  ar- 
rangements of  the  various  taps  and  levers, 
etc.,  and  all  electrical  apparatus  should  be 
Avorked  from  the  handle,  since  it  is  often 
very  awkward  for  one  to  loose  the  grip  of 
the  handle  in  order  to  attend  to  taps  ar- 
ranged along  the  top  rail  or  elsewhere.  After 
some  remarks  upon  the  necessity  of  good 
brakes,  Mr.  Leechman  spoke  of  the  tendency 
in  some  quarters  to  substitute  chain  driving 
for  belt,  and  when  one  remembers  the  high 
pitch  to  which  the  art  of  chainmaking  has 
been  brought  it  is  easy  to  see  that  good  re- 
sults are  possible.  Upon  an  ordinary  cycle 
the  chain  is  good,  but  upon  the  driving  gear 
of  the  motor  there  is  no  dependence  upon 
muscular  energy,  so  that  if  the  belt  is  quieter 
it  is  preferable. 

Reverting  again  to  the  question  of  sideslip, 
if  a  machine  is  to  be  kept  up  there  must  be 
a  certain  amount  of  friction  between  the  tire 
aud  the  road  surface.  It  is  possible  to  lose 
grip  in  several  ways:  (1)  vibration,  (2)  when 
rotating  the  back  wheel  there  is  a  tendency 
for  the  whole  machine  to  turn  over  back- 
ward.. Suppose  a  rider  going  at  full  speed 
over  a  greasy  road  pulls  up  by  the  back 
wheel;  the  motor  will  endeavor  to  propel  the 
machine,  and  hence  the  wheel  gives,  and 
sideslip  ensues.  If  the  grip  is  lost  in  any 
way  whatever  it  requires  practically  nothing 
to  upset  the  machine. 

As  is  well  known,  the  motor  sets  up  a  cer- 
tain amount  of  vibration.  This  can  appar- 
ently be  diminished  by  the  adoption  of  a 


longer  wheel  base,  but  It  must  be  borne  In 
mind  that  this  course  must  be  attended  with 
stronger  tubes;  otherwise  there  is  likely  to 
be  a  feeling  of  insecurity  when  going  down 
hill  at  a  good  speed.  Another  cure  for  vibra- 
tion is  the  introduction  of  springs.  There  are 
several  devices  which  are  very  comfortable 
upon  an  ordinary  safety,  but  as  a  rule  they 
are  slow,  heavy  and  expensive — points  which 
stand  in  the  way  of  success.  Upon  a  motor 
bicycle,  however,  these  are  items  which  are 
not  of  so  much  concern,  and  hence  it  would 
be  possible  to  introduce  springs  in  the  motor 
bicycle.  The  ordinary  cycle  saddle  is  found 
to  be  sadly  wanting  when  fitted  on  a  moto- 
cycle.  One  feels  that  more  support  is  needed, 
since  there  is  a  great  difference  between  con- 
tinual pedalling  and  sitting  still. 


Saves  220  Miles  in  1000. 

While  the  average  man  knows  that  the 
coaster  brake  saves  a  deal  of  pedaling  in  a 
day's  ride  or  a  week's  ride,  authenticated 
records  of  such  savings  are  rare.  The  most 
extended  record  of  the  sort  of  which  there 
is  knowledge  has  but  just  seen  the  light— 
the  record  of  Teddy  Edwards  on  a  Barwest 
coaster  brake  from  New  York  to  Buffalo  and 
return,  a  m.atter  of  996.6  miles.  Of  this  dis- 
tance Edwards  coasted  210.4  miles,  or  about 
22  per  cent,  say  one  mile  in  every  four,  and 
one-half,'  or  twenty-two  miles  in  every  one 
hundred.  It  would  be  valuable  if  more  rec- 
ords of  the  sort  were  available;  the  record 
of  a  season's  saving,  for  instance,  would  be 
particularly  interesting. 


England  Still  Gaining. 

While  the  United  States'  increase  in  cycle 
exports  lasted  for  but  two  months  and 
monthly  losses  are  again  its  portion.  Great 
Britain  continues  to  gain  steadily.  In  Octo- 
ber it  shipped  away  cycles  to  the  V9.1ue  of 
£54,353,  as  against  £40,574  last  year.  Up  to 
that  date  the  figures  for  the  year  are  £464,- 
GOl,  as  against  £446,946  during  the  same 
period  in  1900. 

Two  More  Turn  the  Corner. 

After  being  obliged  to  report  a  trading  loss 
for  two  consecutive  years,  the  Centaur  Cycle 
Co.  has  been  benefited  by  the  small  sized 
boom  that  has  set  in  this  season  in  England 
to  such  an  extent  that  it  reports  a  profit  of 
$15,000  for  1901.  The  Raleigh  Cycle  Co., 
which  only  a  couple  of  years  ago  was  a 
bankrupt,  also  shows  a  profit  of  over  $40,000. 


Coleman  Cries  Quits. 

Horace  P.  Coleman,  doing  business  as  the 
Coleman  Auto  and  Cycle  Co.,  Providence,  R. 
I.,  filed  a  voluntary  petition  in  bankruptcy 
in  the  United  States  District  Court  last  week. 
His  liabilities  are  $2,232.92  and  his  assets 
$500.  

The  Office  Boy's  Duties. 

Merchant  (to  new  boy)— Has  the  book- 
keeper told  you  what  to  do  in  the  afternoon? 

Youth— Yes,  sir;  I  am  to  wake  him  when 
I  see  you  coming. — (Ex. 


J74 


THE  BICYCLING  WORLD 


•rc»f««rc«r«»F 


HATIOHAL 
BICfCLES 


m 


OR  J  902  are  a  proposition 
which  no  dealer  who  wants 
a  first-class  bicycle  can  afford 
to  overlook.  Our  travelers 
are  in  the  field  with  the  best  line 
of  bicycles  we  have  ever  put  out.  They  will  be  profitable  to  the  dealer  and  more  than 
satisfactory  to  the  rider.  If  you  want  that  kind  of  a  bicycle  as  your  leader,  please  write  us 
to-day.        We  don't  make  the  **  cheap  kind.*' 


"Good  Bicycles  Only" 

IS  OUR  MOTTO. 


T^ATIONAL 


BAY  CITY 


MICH.   I 


The  Surest  Way 


To  tell  whether  or  not   a  certain  make    of   tire  is    the    best   to   handle  or  use,  is  to 
try  it. 
The  next  best  way  is  to  buy  a  good,  reliable,  standard  make,  like 


These  are  the  tried  and  true  tires — tried  and  tested  for  nine  years.  Proved  true  and  trusty 
wherever  used. 

Riders  use  them  with  satisfaction  and  economy.  Dealers  handle  them  with  pleasure  and 
profit. 


FISK  RUBBER  COMPANY, 


CHICOPEE  FALLS,  MASS. 


BOSTON,  SPRINQFIELO, 

604  Atlantic  Ave.  40  Dwlght  St., 


NEW  YORK,  PHILADELPHIA, 

83  Chambers  St.  916  Arch  St. 


SYRACUSE, 

423  So.  Clinton  St. 


BUFFALO,  DETROIT,  CHICAQO,  SAN  FRANCISCO, 

28  W.  Oenesee  St.  252  Jefferson  Ave.  54  State  St.  114  Second  St. 


THE  BICYCLING  WORLD 


J76 


•1877; 


an^jmiOCYCiX  REVIEW**®*- 

In  which  is  Incorporated 
'  -ae  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  G©©OMaN  eOMPHNY, 

I23»125  Tribune  Building. 

(154  Nassau  Street) 

NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


Subscription,  Per  Annum  [Postage  Paid]  $2.00 
Single  Copies  [Postage  Paid]  ...  10  Cents 
Foreign  Suhscription $3.00 

Invariably  in  Advance. 

Postage  stamps  will  be  accepted  in  payment  for  subscripiions, 
but  K^^  for  advertisements.  Checks.  Drafts  and  Money  Orders 
should  be  made  payable  to  The  Goodman  Company. 


Entered   as   second-class   matter   at   the   New  York,  N.  Y., 
Post  Office,  September,  1900. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

GI^p'  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

1^°"  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  faciliues  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


New  York,  November  28,  1901. 

To  Better  Business. 

It  is  not  self-laudation  or  exaggeration  to 
state  that  the  Bicycling  World's  editorial  of 
last  week,  "One  Way  to  Better  Trade,"  fairly 
opened  the  trade's  eyes  to  its  lapses. 

Previously  few  men  in  the  business  in 
viewing  its  discomfiting  condition  had  at- 
tributed an  iota  of  responsibility  to  them- 
selves. But  the  Bicycling  World  brought 
the  charge  so  squarely  home  that  not  a  few 
have  since  acknowledged  their  individual 
culpability. 

For  the  first  time,  perhaps,  there  is  realiza- 
tion that  in  living  within  itself  and  in  cast- 
ing loose  or  permitting  itself  to  drift  away 
from  all  those  organizations  and  movements 
that  gave  life  and  enthusiasm  and  advertis- 
ing to  cycling,  the  trade  committed  its  most 
grievous  mistake. 

In  some  cases,  at  least,  we  know  that  the 


realization  has  been  followed  by  resolution 
that  will  take  definite  form  before  many 
weeks  of  the  new  year  will  have  passed.  As 
a  result  we  believe  that  the  year  1902  will 
witness  the  organization  of  several  new  clubs 
and  the  promotion  of  several  undertakings 
that  should  at  least  contribute  to  a  renewal 
of  cycling  interest. 

While  we  addressed  our  remarks  more  par- 
ticularly to  the  dealer,  we  did  not  mean  that 
the  manufacturer  is  free  from  blame,  as  Mr. 
Nuebling,  in  his  communication  printed  in 
another  column,  seems  to  infer. 
The  trade  .as  a  whole  is  In  fault 
When  prosperity  turned  the  head  of  the 
trade,  the  maker  no  less  than  the  dealer 
drew  within  his  shell  and  ceased  to  interest 
himself  in  anything  that  did  not  dire<;tly  con- 
corn  himself.  He  became  "too  busy  to  fool 
with  clubs"  or  to  even  give  a  respectful  ear 
to  clubs  anxious  to  enlist  his  co-operation  in 
a  cycling  enterprise. 

While  the  solicitation  of  prizes  was  badly 
overdone,  there  were  instances  to  our  knowl- 
edge when  manufacturers  would  not  even 
listen  to  a  suggestion  or  request  for  a  bi- 
cycle at  half  price;  they  more  or  less  haught- 
ily waved  away  any  one  whom  they  might 
suspect  of  harboring  such  intentions.  Cy- 
cling was  so  well  advertised  and  was  in  such 
higii  favor  that  this  attitude  was  possibly 
but  an  exhibition  of  the  human  failing. 

But  "things  are  not  what  they  used  to  be." 
In  the  light  of  to-day  we  can  plainly  see 
that  the  club  affairs  and  movements  were 
bicycle  advertisements  of  a  most  valuable 
nature,  a  recurrence  of  which  is  devoutly  to 
be  hoped  for.  They  represented  the  life  and 
enthusiasm  of  cycling. 

Mr.  Nuebling  is  doubtless  right  in  assum- 
ing that  there  are  dealers  who  will  gladly 
undertake  the  promotion  and  management 
of  such  affairs.  But  in  the  hands  of  a  dealer 
an  event  of  the  sort  becomes  not  an  ad- 
vertisement of  cycling,  but  of  the  dealer  con- 
cerned, and  the  object  aimed  at  is  at  once 
defeated. 

The  dealer  must  get  his  club  or  organize 
a  club  to  undertake  the  work;  he  must  be 
content  to  be  the  man  behind  the  scene  or 
a   member  of  the  managing  committee,   as 


was  the  case  in  the  "good  old  days"  when 
enthusiasm  was  high  and  the  dealer  was  In 
the  thick  of  club  life  and  everything  else.  It 
is  folly  to  think  of  proceeding  on  any  other 
principle. 

We  repeat  that  if  the  dealfer  bestirs  him- 
self he  will  stir  others— that  if  he  interests 
himself  in  affairs  of  interest  to  the  public,  the 
public  will  interest  itself  in  him  or  his  wares. 
It  was  the  case  before  prosperity  dulled  the 
trade's  senses;  we  believe  it  will  be  the  case 
noAv  that  prosperity  has  passed  and  it  has 
become  necessary  for  the  same  trade  to 
whet  its  wits  to  a  keen  edge. 

Either  this  m.ust  be  done  or  the  monotony 
will  continue. 

If  the  trade  is  content  to  remain  in  the  rut 
and  expect  that  bicycles  will  be  sold  as  tacks 
and  toothpicks  are  sold— i.  e.,  only  when 
called  for— if  it  is  content  to  remain  impas- 
sive and  cry  "What's  the  use?"  and  to  "take 
things  as  they  come,"  there  is  no  need  for 
any  man  to  raise  a  hand. 

If  the  trade  desires  to  be  lifted  out  of  the 
rut  and  to  proiiiote  its  interests  it  must  re- 
member that  a  lever  is  necessary  for  the 
lifting. 

Every  maiaufacturer,  every  dealer,  every 
manager,  every  traveller,  no  matter  where 
located,  has  the  lever  at  his  command. 

It  is  the  lever  of  enthusiasm— the  lever  of 
"Do  something." 

We  have  endeavored  to  sliow  how  best  it 
may  be  applied. 

It  is  for  you  to  apply  it. 


The  Washington  Farce. 

After  much  labor,  the  Mountain  of  Reci- 
procity —  the  Washington  Convention  — 
brought  forth  not  even  a  mouse;  a  gold  brick, 
perhaps,  best  defines  what  was  produced. 

For  three  days  sevral  hundreds  of  leading 
manufacturers  talked  and  talked  and  talked, 
varying  the  talk  by  the  introduction  of  reso- 
lutions which  would  have  removed  the  bar- 
nacles of  alleged  protection  from  the  good 
old  ship  of  State.  The  resolutions  were  duly 
referred  to  a  committee  of  "gold  brickers" 
which  duly  smothered  them,  reporting  in- 
stead a  resolution  advocating  the  establish- 
r^ent  of  a  Federal  Department  of  Commerce 
which  "shall  have  power,"  etc.,  etc. 

The  "several  hundreds  of  leading  manu- 


176 


THE  BICYCLING  WORLD 


facturers"  appear  to  have  lain  down  like 
little  laiUbs  and  permitted  the  gag  to  be 
forced  down  their  throats.  Of  the  many 
strong  n)en  not  one  seems  to  have  had  the 
courage  of  his  convictions  or  the  strength  of 
voice  to  protest.  They  accepted  the  "gold 
brick"  without  question  and  departed  full 
of  dignit3'  and  prunes.  The  farce  of  pro- 
tection will  be  continued  that  a  few  in- 
dustrial hogs  may  continue  the  milking  of 
the  American  public. 

The  way  of  the  American  bicycle,  which 
stands  as  a  "horrible  example"  of  farcial  and 
harmful  protection,  will  be  made  no  easier 
abroad  and  our  beloved  cousins  in  England 
and  Germany  will  continue  to  use  our  equ- 
ally beloved  tariff  as  a  fomenter  of  antago- 
nism and  discord  and  as  evidence  that  our 
contention,  "Fair  exchange  is  no  robbery," 
is  the  variest  fudge. 


Wanted — a  Cyclometer. 

Now  that  coaster-brakes  have  made  the 
number  of  miles  saved  in  the  course  of  a 
day  or  a  season  a  subject  of  interest,  there 
would  seem  an  opening  for  a  new  cyclom- 
eter, or  for  the  resurrection  or  adaptation  of 
one  or  more  of  the  extinct  pedal  cyclometers. 

As  the  use  of  the  latter  would  carry  with 
it  the  use  of  another  instrument  on  the 
front  wheel,  the  commercial  Instincts  of  a 
Post  and  the  ingenuity  of  a  Veeder  should 
be  aroused. 

We  believe  that  the  wide  and  widening 
popularity  of  coaster-brakes  would  bring  a 
handsome  reward  to  the  maker  who  aggres- 
sively pushed  the  sale  of  such  an  instrument. 

There  is  an  almost  deplorable  lack  of  in- 
formation regarding  such  "savings,"  the 
means  at  hand  being  too  cumbersome  and 
awkward  and  entailing  too  much  figuring  to 
merit  the  attention  of  the  average  men. 


The  Desire  for  Standards. 

There  is  no  demand  in  this  country  for  a 
closer  approach  to  uniformity  of  cycle  parts 
such  as  has  just  led  to  the  adoption  in  Eng- 
land of  a  standard  of  screw  threads. 

The  necessity  for  uniformity  was  greatest 
with  such  parts  as  saddle  clips,  pedal  pins, 
chains,  rims  and  tires,  valves,  etc.  Years 
ago  the  matter  was  taken  up  as  far  as  they 
were  concerned  and,  tbe  needed  reform 
brought  about.  To-day  neither  the  rider  nor 
•the  retailer  is  bothered  to jipy  great  extent 
in  these  respects,  the  parts  ;refe!rred  to  being 
almost  always  interchangeable. 

It  is  a  little  singular  that  the  public,  hav- 
ing obtained  these  concessions,  did  not  call 


for  more.  It  would  have  been  the  most  nat- 
ural thing  in  the  world,  one  would  think,  to 
insist  that  the  beginning  thus  made  should 
be  carried  to  a  logical  conclusion.  Bolts  and 
nuts  and  axles  with  a  definite  standard  as 
regards  both  size  and  threads,  handle  bars 
and  seat  posts  of  the  same  size,  spokes  and 
nipples  of  the  same  gauge  and  thread,  these 
should  have  appealed  to  them  with  but  little 
less  force  than  did  the  parts  first  mentioned. 
But  the  fact  is  apparently  otherwise. 

There  can  be  no  doubt  that  such  a  system 
of  standards  would  be  of  benefit  to  both 
trade  and  public. 

The  former  would  not  have  to  make  or 
carry  so  many  different  parts,  while  the  lat- 
ter would  be  able  to  get  a  broken  or  injured 
part  quickly  and  without  trouble  at  almost 
any  dealer's  or  repairer's. 

An  all  around  economy  would  be  effected 
in  this  *manner,  such  as  could  not  fail  to 
commend  itself  to  all  parties  concerned. 

It  may  be  said  that  something  is  being 
done  in  the  desired  direction,  and  that  in 
time  the  object  will  be  attained.  Factory 
processes  are  in  line  with  this  tendency,  and 
the  influence  of  the  parts  people  bears 
strongly  in  the  same  direction. 

It  is  not  impossible,  therefore,  that  a  set 
of  standards  will  eventually  be  evolved  and 
adopted. 

But  the  progress  is  bound  to  be  a  slow  one 
if  left  to  take  care  of  itself,  while  matters 
are  in  such  shape  that  a  little  pulling  to- 
gether would  go  far  toward  bringing  about 
the  desired  condition. 


Friendship  in  Business. 

It  is  often  argued  that  friendship  is  out  of 
place  in  business,  and  with  much  reason. 
Friendship  is  frequently  unbusinesslike; 
many  people  think  it  their  friends'  duty  to 
give  them  wliat  others  must  pay  for. 

Whether  merchandise,  professional  ser- 
vices, advice,  or  material  help,  this  mistaken 
view  of  friendship  is  largely  entertained, 
even  among  good  people.  A  man  goes  into 
business  to  make  his  living,  and  it  is  no  more 
right  to  ask  him  to  give  a  discount  on  the 
score  of  friendship  than  to  steal  50  cents  out 
of  his  pocket,  remarks  Business.  However, 
there  is  a  long  distance  between  that  sort 
of  thing  (which  is  imposition,  not  friendship) 
and  enmity.  A  man  who  treats  all  other 
men  whose  interests  are  entirely  opposed  to 
his  own  and  whose  loss  will  be  his  gain,  as 
his  enemies,  may  achieve  temporary  success. 

But  this  plan  will  not  work  always.  Union 
has  more  strength  than  antagonism;  co-op- 
eration pays  better  than  unfriendly  competi- 


tion; mutual  effort  for  mutual  welfare  gives 
greater  returns  than  strife  and  rivalry. 

Then,  further,  men  are  bound  together  by 
the  great  credit  system,  the  foundation  of 
which  is  mutual  respect  and  esteem.  No 
man  can  fight  the  battle  for  commercial  suc- 
cess single  handed  against  the  world;  he 
must  have  friends,  helpers,  supporters,  or  he 
wil]  fail. 

Hard  times,  too,  have  to  be  reckoned  with. 
Ninety -five  per  cent  of  men  fail  in  business; 
and  when  a  man  has  made  only  enemies,  the 
failure  is  permanent  and  final.  Mutual  inter- 
est and  helpfulness  between  employer  and 
employe,  between  maker  and  dealer,  between 
dealer  and  customer;  these  are  the  solid 
foundation  stones  of  a  business  that  wins 
success. 


The  success  of  printed  matter  mailed  with 
a  view  of  interesting  new  people  in  your 
business  and  yourself  depends  largely  on 
your  persistency.  If  you  stop  after  the  first 
or  second  trial  you  drop  out  of  their  memo- 
ries. If  you  continue  to  hammer  away  at 
them  in  a  courteous  and  businesslike  way 
some  day  some  of  them  will  be  yours.  Fail- 
ure to  "follow  up"  is  a  fault  of  the  average 
merchant  and  manufacturer.  The  success  of 
mail  order  houses  is  founded  on  knowledge 
of  the  fact.    Persistency  is  their  chief  virtue. 


For  the  ten  months  ended  with  October 
Great  Britain's  cycle  export  trade  shows  an 
increase  of  $88,275  over  the  corresponding 
period  of  1900.  For  the  nine  months  ended 
with  September — the  latest  data  at  hand — 
the  United  States  foreign  trade  shows  a  loss 
of  $532,328.  And  yet  our  exports  to  Great 
Britain  itself  are  greater  than  last  year.  If 
the  American  trade  is  not  ashamed  of  this 
evidence  of  culpable  laxity  and  negligence,  it 
ought  to  be. 


Much  of  the  printed  matter  sent  out  to 
secure  orders  from  people  who  have 
answered  advertisements  is  of  such  inferior 
quality  that  it  loses  effectiveness.  Such  mat- 
ter should  be  made  alluring  and  printed  in 
the  most  attractive  manner  possible.  Com- 
mon old  circulars  such  as  have  been  in  use 
for  the  last  fifteen  or  twenty  years  are  no 
longer  good  business  pullers. 


If  the  force  of  example  coimts  for  aught, 
there  should  be  an  increase  of  cycling  in- 
terest in  Greater  New  York.  Mayor-elect 
Low  is  one  of  the  most  consistent  bicyclists 
in  the  city.  He  rides  almost  daily,  and  did 
so  even  during  the  hurricane  campaign  that 
led  to  his  election. 


THE  BICYCUNG  WORLD 


177 


UNLIKE  ALL  OTHERS 


Holden's  Motor  Bicycle,  Frame  and  all,  on 
new  Lines — Its  Chief  Feature. 


As  a  distinct  departure  from  existing  types 
the  Holden  motor  bicycle,  shown  by  the  ac- 
companying illustration,  is  entitled  to  a  niche 
of  its  own.  Although  it  has  just  made  its 
appearance  on  the  English  market,  it  really 
is  not  of  recent  origin,  having  first  made 
its  appearance  in  1898,  before  motocycle  in- 
terest had  been  whetted. 

So  far  as  the  framework  and  outline  are 
concerned,  it  will  be  ndted  that  the  machine 
is  a  development  of  the  Bantam  type  of 
safety  bicycle;  but  there  is  really  much  less 
resemblance  between  the  types  than  would 
be  imagined,  says  the  Autocar.  The  front 
Ti'heel  is  24  inches  in  diameter,  and  is  fitted 
with  a  2-inch  pneumatic  tire,  and  the  back 
wheel  is  16  inches,  fitted  with  3%-inch  tire. 
This  latter  tire  is  of  special  construction,  and 
is  the  result  of  lengthy  experiments,  as  it 
was  found  difficult  to  obtain  a  tire  which 
would  satisfactorily  take  the  drive.  The 
wheel  base  is  48%  inches,  nearly  seven  inches 
longer  than  the  average  pedal  propelled  bi- 
cycle, though,  of  course,  owing  to  the  small 
size  of  the  rear  wheel  the  length  over  all  is 
no  greater. 

One  great  feature  of  the  bicycle  is  its  en- 
gine. This  is  of  3  brake  horsepower,  fitted 
with  foru'  horizontal  cylinders  and  water 
jacket.  The  electric  ignition  system  is  with- 
out mechanical  trembler,  and  with  several 
other  features  of  extreme  simplicity.  ■  The 
valves  of  the  four  cylinders  are  easily  re- 
movable, with  their  four  seatiugs  or  casings 
complete,  and  the  springs  are  not  subjected 
to  heat.  The  valve  lifter,  which  holds  up  all 
four  valves  simultaneously,  is  actuated  from 
the  handle  bar.  All  the  working  parts  are 
covered  with  dustproof  shields,  aud  the  cyl- 
inders are  cased  in  brass  water  jackets  tested 
to  40  pounds'  hot  water  pressure.  The  cranks 
are  clipped  on  the  back  axle  on  squares  to 
insure  easy  removal  with  an  absolutely  firm 
^  hold.  The  water  tanks  are  placed  immedi- 
ately over  the  engine  in  one  of  the  triangu- 
lar bays  of  the  frame,  and,  like  the  gaso- 
lene and  oil  tanks,  are  made  of  copper 

The  surface  carburetter,  which  occupies 
the  front  space,  is  sealed  automatically  to 
the  air  when  not  in  use,  so  that  the  petrol 
never  becomes  "stale."  The  mixture  valve 
placed  behind  the  head  of  the  machine  has 
an  indicator  dial,  and  is  so  made  that  alter- 
ation of  quantity  does  not  affect  the  quality 
of  the  mixture.  It  is  operated  from  the 
handle  bar  with  a  screw  regulator,  so  that  it 
can  be  set  to  one  position.  The  switch,  in- 
stead of  being  operated  by  twisting  the  grip, 
takes  the  form  of  a  small  trigger.  The  lubri- 
cation is  automatic,  and  driven  by  a  belt,  so 
that  when  the  engine  stops  lubrication  ceases 
also.  One  fill  of  gasolene  and  lubricating  oil 
will  last  the  machine  from  ninety  to  one 
hundred  miles.  The  footrests  are  bolted  to 
the  front  engine  plate  and  fitted  with  rub- 


ber pads,  giving  a  comfortable  and  firm 
support  for  both  feet  at  the  same  level.  No 
intermediate  mechanism  lies  between  the  en- 
gine and  the  back  wheel,  which  drives  direct 
by  connecting  rods,  with  dustproof,  ball  bear- 
ing, big  ends.  It  will  be  understood  that 
the  four  cylinders  are  grouped  in  pairs,  a 
pair  on  each  side  of  the  machine.  The  cross- 
head  or  connecting  rod  pin  is  between  the 
two  cylinders,  which  have  a  piston  rod  com- 
mon to  each. 

While  they  are  useful  in  case  of  emer- 
gency, it  will  be  observed  that  pedals  are 
fitted  to  the  front  wheel;  but  the  makers 
maintain  that  these  are  unnecessary,  and 
performances  on  the  road  have  borne  out  the 
claim,  as  the  bicycle  can  be  started  in  the 
easiest  possible  manner.  The  rider  takes  a 
few  steps  forward,-  and  mounts  by  one  of  the 
foot  plates,  the  bicycle  starting  off  with- 
out pedalling  in  just  the  same  manner  as 


WOMAN  THE  CAUSE 


Here's  a  man  who  Holds  her  Responsible  for 
Trade  Distress — How  he  Figures  it. 


an  ordinary  bicycle  is  started,  plus  pedalling. 
The  machine  is  very  silent,  and,  owing  to 
its  large  reserve  of  power,  is  a  magnificent 
liill  climber,  as  well  as  fast  on  the  flat.  The 
control  is  entirely  from  the  handle  bar. 


Different  Methods  Necessary. 

It  is  a  generally  recognized  fact  that  steel 
hardening  is  an  art  depending  to  a  very  great 
degree  on  the  workman  for  its  success.  While 
all  work  along  the  same  general  lines,  eacLi 
man  will  have  peculiar  methods  of  his  own; 
aud  if  his  work  is  good  no  one  thinks  of  find- 
ing fault  with  his  methods. 

"There  might  be  some  rigid  rules  laid  down 
for  the  treatment  of  steel  in  hardening,  but 
in  my  judgment  they  should  be  general,  for 
as  long  as  best  results  are  got  by  one  man 
by  heating  in  a  furnace  from  two  to  three 
to  ten  hours,  while  his  neighbor  does  equally 
well  by  heating  over  a  smith's  forge  in  from 
twenty  to  thirty  minutes,  is  not  one  method 
entitled  to  respect  as  well  as  the  other?" 
asks  a  worker  in  metals. 

"While  one  heats  a  big  block  of  steel  all 
through,  much  stress  being  laid  upon  its 
having  time — hours — to  get  an  even  heat 
through  the  entire  mass  to  harden  its  face 
only,  and  his  neighbor  hardens  its  mate 
equally  well,  and,  he  thinks,  more  safely,  by 
placing  it  face  down  over  a  fire  and  dip- 
ping it  as  soon  as  so  much  at  the  face  as  he 
wisiies  to  harden— or,  put  it  in  another  way, 
as  much  as  he  can  harden— is  up  to  the  hard- 
ening heat,  full  half  of  the  block  not  yet  red 
hot,  and  the  two  dies  as  a  pair  worn  out 
together  show  up  equally  well,  is  it  wise  to 
tell  eitlier  of  these  men  that  his  method  is  all 
wrong,  and  that  only  the  other  fellow's  treat- 
ment is  admissible?" 


They  were  discussing  the  Bicycling  World's 
statement  that  much  of  the  trade's  distress 
is  due  to  the  trade's  lack  of  enthusiasm  and 
interest  in  organizations  and  affairs  that  ad- 
vertise the  bicycle  and  promote  cycling  en- 
thusiasm. 

"There's  more'  truth  in  the  assertion  than 
the  average  man  will  care  to  admit,"  re- 
marked the  chap  with  side  whiskers,  "but  if 
the  probe  is  inserted  deep  enough  the  real 
cause  of  this  distress  and  absence  of  enthu- 
siasm is  easily  located.  Matrimony  did  it, 
my  "boys- matrimony,  and  little  else.  Yes, 
sirs,  woman  is  at  the  bottom  of  the  cycle 
trade's  troubles.  OH,  don't  laugh!"  he  cau- 
tioned, as  smiles  overspread  the  others'  faces. 
"It's  not  altogether  a  joke.  There  are  five 
of  us  right  here.  Four  of  us  were  engaged 
in  the  trade  at  some  time  or  other,  and  when 
we  were  younger  maybe  we  weren't  redhot 
club  men,  eh?  We  were  in  the  thick  of 
everything;  every  one  of  us  had  a  club  or  a 
League  title;  we  never  missed  a  cycling 
event.  But  ^'hen  did  we  commence  losing 
interest  in  clubs  and  in  the  League?  When 
did  we  cease  to  attend  race  meets?  When 
did  we  cease  to  act  as  oflacials  and  to  serve 
on  committees?  When?  Just  about  the  time 
we  married  or  were  preparing  to  marry.  The 
girls  we  rode  with  or  who  occasionally  joined 
in  our  club  runs  became  our  wives,  and 
then— well,  they  did  not  seem  so  anxious  to 
ride,  and  if  we  felt  like  it,  it  wasn't  as  easy 
as  it  used  to  be  for  us  to  let  our  meals  'slide' 
on  holidays  and  Saturday  afternoons,  or  to 
go  away  at  early  morning  every  Sunday  and 
return  the  Lord  knows  when  in  the  evening. 
In  consequence  we  cut  out  the  clubs  and  the 
committees  and  about  everything  else  that 
took  us  away  from  our  homes  or  our  work. 

"Make  fun  of  it  if  you  will,"  persisted  His 
Side  Whiskers,  as  some  of  the  party  "gave 
him  the  laugh,''  "but  I  tell  you  my  conten- 
tion is  not  far  wrong.  I  doubt  if  ever  there 
was  an  industry  so  largely  made  up  of  young 
men — young  unmarried  men— as  was  the 
cj'cle  trade.  When  they  were  boiling  with 
enthusiasm  the  business  boiled;  when  their 
enthusiasm  simmered  the  business  simmered, 
and  there  you  are!  And  I  maintain  that  the 
simmering  began  about  the  time  Matrimony 
commenced  to  gather  in  the  boys.  The  busi- 
ness 'settled  down'  to  humdruni  about  the 
time  they  'settled  down.'  When  the  younger 
generation  of  cyclists  became  of  club  age 
there  were  few  clabs  left  for  them  to  join, 
and  no  enthusiasm  to  impel  them  in  that 
direction." 

As  Side  Whiskers  neared  the  end  of  his 
argument  the  youngster  of  the  party  eyed 
him  curiously,  and  softly  whistled  the  air, 
"Go  'way  back  and  sit  down!" 

"You  take  matrimony  too  seriously,  Whis- 
kers," he  finally  ventured. 

"Oh,  do  I?  Tell  me,  then,  why  non«  of 
you  belong  to  a  bicycle  club  and  no  longer 
take  a  live  interest  in  cycling  affairs." 

None  ventured  an  answer. 


n8  THE  BICYCLING  WORLD 

Here's  an  Almost 

"LIFE-SIZE"  REPRODUCTION  OF  THE  BEAUTY. 

Having  proved  itself  as  good  as  it  looks,  can  you  wonder  that  it  has  fairly 
captured  the  trade  for  1902,  and  is  carrying  all  before  it? 


It  represents  nine  years'  belief  in  and  effort  to  perfect  the  hammock-type  of  saddle,  and  now  that  the 
hammock  type  is  paramount  what  more  natural  than  the  present  situation :  "  the  Persons  first,  the  others  no- 
where !"  The  Persons  saddle  was  never  found  on  a  cheap  bicycle.  The  year  1902  will  find  it  the  distinguish- 
ing characteristic  of  the  really  high-grade  bicycle.  You  are  entitled  to  it  if  you  pay  the  price  of  such  a  bicycle. 
Incidentally,  there's  a  special  price  of  the  Persons. Special.     Are  you  "on  "  .? 

PERSONS  MFC.  CO.,  CHAS.  A.  persons,  Pres't,  WORCESTER,  MASS. 

First  Impressions  are  Valuable. 


\117HEN  a  probable  purchaser  obtains  a  favorable  impression  at  the  outset,  the  sales= 
^^      man's  task  is  half  completed, 
intending 


The 
'iikes  the  looks  of 
ready  half  won. 
him ;  you  know 
A  first  impres= 
to  a  half  decision ; 
— the  argument- 
Apropos,  have 
man  interested  in 
who,  having  seen 
ly  their  pictures — 
ably  impressed 
We  are  not  sell= 
looks  alone,  but  we 
will  take  looks  into 
and  we  are 
for  it. 


purchaser  who 
the  thing"  is  al= 
You've  all  met 
how  it  is. 
sion  is  equivalent 
it  reduces  the  talk 
by  more  than  half, 
you  ever  found  a 
motor  bicycles 
them  all  —or  mere- 
is  not  most  favor= 
by  the  Royal  ? 
ing  the  Royal  on  its 
first  impressions 


believe  those  agents  who  appreciate  the  value  of 
consideration.       We  assert  that  the  Royal  is  just  as  good  as  it  looks, 
ready  to  back  up  the  assertion  with  substantial  proof  whenever  you  may  ask 
To-day  is  a  pretty  good  time  to  do  the  asking. 


ROYAL  MOTOR  WORKS,  CHICOPEE  FALLS,  MASS. 


THE  BICYCUNG  WORLD 


179 


THEIR  1902  MODELS 


Wisconsin  People  rialce  Known  Tlieir  new 
Line — Its  Distlngulsliing  Features. 


The  first  of  the  1902  bicycle  catalogs  to 
make  its  appearance  is  that  of  the  Wisconsin 
Wheel  Works.  Red  and  green  are  the  pre- 
vailing tints,  a  cyclist  on  a  Mitchell  motor 
bicycle  illuminating  the  cover.  Including  tliis 
bicycle,  seven  models  are  listed,  three  of 
them  for  women,  but  without  prices. 

One-inch  tubing  is  employed  in  Model  47 
and  in  the  21-pound  road  racer,  1%-inch  in 
the  others— all,  of  course,  flush  joints  and 
head  fittings.  Each  model  is  distinguished 
bj'  a  particular  fork  crown— square,  enam- 
elled, on  one;  square,  nickelled,  on  another, 
and  triple  plates  on  No.  47  and  the  racer. 
The  motor  bicycle  has  a  four  plate  crown. 
The  equipment  also  differs,,  the  Wisconsin, 
line  being  particularly  "long"  on  tires.  On 
Models  40  and  41  Mitchell  single  tubes  rule; 


by  actual  brake  test,  which  the  Mlt^ell 
people  claim  is  equal  to  3  or  3%  horsepower 
as  many  other  motors  are  rated. 

The  MitcheJl  guarantee  is  "wide  open";  it 
specifies  no  particular  time  limit. 


WHY  MEN  SWEAR 


Tlie  Ligtitest  Motor  Bicycle. 

In  the  matter  of  weight  reduction  George 
E.  Delong,  of  66  West  One  Hundred  and 
Twenty-fifth  street,  New  York,  has  made  a 
big  stride  forward  with  his  motor  bicycle. 
The  bicycle,  to  which  the  Bicycling  World 
recently  made  reference,  and  which  is  shown 
by  the  accompanying  illustration,  weighs, 
"ready  for  business,"  but  sixty  pounds. 

The  dispensing  with  tanks  and  heavy  cas- 
ings for  coils  and  batteries  is  responsible  for 
the  comparative  lightness,  the  gasolene  (two 
quarts)  being  carried  in  the  upper  frame 
tube,  and  the  coil  and  battery  being  stowed 
in  the  lower  tube;  the  end  of  this  tube  is 
secured  to  the  under  side  of  the  bottom 
bracket,  and  is  left  open  for  the  admission  of 
coil,  etc.  As  will  be  seen,  this  method  of 
construction  does  not  mar  or  encumber  the 


Prof.     Patricic     Undertalces    to    Give   tlie 
Reasons — Oatlis  a  Purifying  Agent. 


Professor  Patrick  in  the  Psychological  Re- 
view has  concerned  liimself  with  those  ques- 
tions of  interest  to  mankind,  "Why  do  men 
swear?"  and  "When  they  swear,  why  do 
they  use  the  words  which  they  do?" 

From  a,  classification  of  the  various  forms 
of  profane  expression  used  by  men  at  differ- 
ent periods  of  history,  and  an  examination 
of  their  connection  with  religious  words,  the 
professor  concludes  that  profanity  is  not  to 
be  regarded  as  primarily  an  expression  of 
emotion,  but  is  only  to  be  understood  by 
tlie  genetic  method,  the  point  of  departure 
being  the  growl  of  anger  in  the  lower  ani- 
mal, which  is  a  serviceable  form  of  reaction 
in  cases  of  combat. 

It  belongs,  therefore,  to  a  primitive  form 


on  45  and  46,  options  on  Dunlop,  G  &  J  and 
Goodyear  detachables  are  given,  and  on  47 
and  50,  options  on  M.  &  W.,  Kokomo  and 
Pathfinder  tires.  Goodyear  five-ply  detach- 
ables exclusively  used  are  on  the  motor 
cycle.  In  colors,  options  on  black,  green  and 
carmine  are  afforded. 

The  summary  (St  the  improvements  on  the 
Mitchell  motor  bicycle  follows: 

Driving  pulley  now  made  V  shape,  accord- 
ing to  a  formula  laid  down  by  makers  of 
round  belts. 

Valve  lifter.— A  lever  is  now  provided  con- 
venient to  the  right  hand  by  means  of  which 
the  exhaust  valve  can  be  opened  at  any 
time;  by  its  use  the  machine  can  be  started 
50  per  cent  easier;  it  allows  the  machine  to 
coast  freely  with  the  gasolene  cut  off,  thus 
cooling  motor  and  saving  fuel. 

New  speed  lever  convenient  to  the  right 
hand,  making  it  much  safer  for  the  novice. 

BaU  bearing  idler,  which  reduces  friction 
materially. 

Belt  of  twisted  rawhide,  guaranteed  not  to 
break. 

The  motor  used,  running  at  1,400  revolu- 
tions per  minute,  develops  full  2  horsepower 


DE  LONG'S  MOTOR  BICYCLE,  WEIGHT  6o  POUNDS. 

lines  of  the  frame,  which  is  of  2-inch,  16- 
gauge  tubing.  The  machine  is  driven  by  two 
chains,  has  few  wires,  is  automatically  lubri- 
cated, has  a  tread  ot  but  5%  inches,  and  is 
fitted  with  a  clutch  that  locks  the  cranks 
and  yet  unlocks  as  easily,  thus  affording  a 
firm  footrest  that  is  both  desirable  and  grate- 
ful. The  bicycle  has  been  in  almost  con- 
stant use  since  May  last,  and  has  rendered 
excellent  service. 

In  addition  to  those  detailed,  Delong  has 
not  a  few  other  original  ideas.  He  is  dis- 
pensing with  both  switch  grip  and  lever  for 
electrical  contact,  and  is  applying  instead 
merely  a  button  in  the  handle  bar,  near  to 
the  point  where  the  thumb  rests;  this  will 
make  it  literally  a  case  of  "push  the  Irutton" 
to  start  or  to  stop.  He  is  also  working  on  a 
fore  carriage  for  attachment  to  motor  bi- 
cycles, in  which  the  front  wheel  of  the  lat- 
ter is  employed  in  the  conversion  from  bi- 
cycle to  tandem  tricycle;  by  this  means  but 
one  extra  wheel  will  be  necessary. 


of  vocalization,  and  hence  is  ancient  and 
deep  seated,  being  one  of  several  forms  of 
speech  preceding  articulate  language  by  an 
indefinite  period  of  time.  By  a  process  of 
selection  it  chooses  at  all  times  these  forms 
of  phonation  or  those  articulate  words  which 
are  best  adapted  to  terrify  or  shock  the  op- 
ponent. 

Although  originally  useful  in  combat,  the 
occasion  of  profanity  at  the  present  time  may 
be  any  analogous  situation  in  which  our  well- 
being  is  threatened,  as  in  helpless  distress  or 
disappointment. 

If,  then,  tlie  oath  is  a  form  of  instinctive 
reaction  and  even  a  purifying  agent,  why  is 
it  considered  to  have  an  immoral  quality? 

Professor  Patrick  thinks  for  two  reasons — 
first,  because  advancing  civilization  bids  us 
evermore  inhibit  and  repress,  and,  secondly, 
because  of  the  unfortunate  but  inevitable 
connection  between  profanity  and  the  sacred 
names  of  religion. 


When  a  man  has  no  special  interest  in  his 
plant,  or  in  his  work,  then  the  employment 
tliat  should  be  an  agreeable  occupation  be- 
comes hard  labor. — (W.  H.  Wakeman. 


The  Badger  Brass  Mfg.  Co.,  Kenosha,  Wis., 
have  added  "squawkers,"  or  automobile 
horns,  as  they  are  now  termed,  to  their  line 
^t  manufacture. 


ito 


THE  BICYCUNG  WORLD 


^'v•  ■♦{*  «^  ■♦t*  •^.#!i 


♦I 


ANNOUNCEMENT.       | 


Wolff =Anierican  -^  Regal 

Bicycles  for  the  season  of    1892  are  now  ready.    These  well-known   lines 
of  wheels  are  replete  with  new  and  meritorious  features. 

Our  salesmen  are  on  the  road  showing  new  models  and  offering  a 
proposition  that  is  right. 

It  will  afford  us  pleasure  to  hear  from  dealers  who  are  interested* 


I  STEARNS  BICYCLE  AGENCY,  General 


Distributors, 


,  Syracuse,  N.Y. 


^P? 


y  V  V  V  v  y  y  y  y  y  y  y  y  y  a 


f  \r  \r  \r  \r  \r  \r  \r  vr  vr  \r  \r  vr  \r 


"Words  of  Others  Tell  the  Story." 


Mineola,  N.  Y., 

Oct.  14,  1901. 
"The  Mitchell  Motor  Bi- 
cycle arrived  on  Saturday  and 
I  am  perfectly  satisfied  as  to 
its  looks  and  running  qual- 
ities. 

I  have  had  considerable  ex- 
perience with  other  makes  of 
motor  bicycles  and  am  satis- 
fied that  you  are  making  the 
best  $200  motor  bicycle  in  the 
world." 

Frank  P.  Seaman. 


niTCHELL  nOTOR  BICYCLE. 


Freeport,  111., 

Oct.  14,  igot. 

"I  must  say  that  for  beauty 
the  Mitchell  Motor  Bicycle 
is  O.  K.,  and  for  running  mine 
at  present  is  equal  to  any. 

I  have  repaired  and  also  re- 
built one  pacing  tandem  for 
Messrs.  Judd  and  Kramer,  of 
Springfield,  Ohio,  and"  I  have 

a motor  bicycle  in  the 

shop  now  for  repairs,  from 
Mason  City,  Iowa,  and  it  is 
rather  a  peculiar  looking  af- 
fair. I  wouldn't  trade  my 
Mitchell  for  one  hundred  to 
boot  for  it." 

Fred  Jastram. 


WE  HAKE  A  FULL=LINE  OF  PEDAL=PROPELLED  niTCHELLS,  TOO. 


WISCONSIN  WHEEL  WORKS,  BOX  W,  RACINE  JUNCTION,  WISCONSIN. 


m^ii^ii^^^^ii^ii^^^ii^ii^iMttttttttaatata 


wm 


THE  BICYCLING  WORLD 


m 


ENGLISH  SHOW  PROSPECTS 


Motor  Bicycles  the  Feature— "Assemblers' 
Rush  In  and  Mischief  Likely. 


London,  Nov.  13.— Next  week  we  shall  be 
plunged  into  the  show  work,  and  shall  be 
able  to  tell  in  a  fairly  accurate  manner  the 
actual  advances  which  have  been  made  in 
the  manufacture  of  motocycles.  It  is  now 
'pretty  certain  that  nearly  every  stand  will 
have  samples  of  these  machines.  I^  am  rather 
surprised  to  note  that,  according  to  the 
entries,  very  few  attempts  at  water  cooling 
are  made.  This  is  perhaps  not  so  great  a 
fault  as  one  or  tw^o  writers  would  have  us 
believe,  for,  although  water  cooling  undoubt- 
edly produces  a  higher  efficiency,  yet  it  is 
complicated  to  a  certain  degree,  and  the 
average  man  who  buys  a  motocycle  is  quite 
content  with  a  pace  of  twenty  miles  an  hour, 
which  he  can  get  without  undue  bother.  In- 
deed, this  speed  is  almost  too  high  for  some 
buyers,  and  it  seems  to  me  that  it  would  be 
better  for  the  mamafacturers  to  seriously  con- 
sider the  advisability  of  gearing  lower,  so 
that  a  better  all  round  pace  and  greater  hill 
climbing  power  would  be  attained  in  place  of 
speed  on  the  level,  which  a  great  many  do 
not  care  about. 

The  National  Show  has  a  great  pull  over 
the  Stanley,  so  far  as  motocycles  are  con- 
cerned, by  the  fact  that'  trial  machines  can 
be  seen  and  actually  tried  on  the  terrace, 
the  surface  of  which  is  like  that  of  an  ordi- 
nary road.  As  the  length  of  the  run  is  over 
a  quarter  of  a  mile,  and  there  is  ample 
width  for  turning,  it  follows  that  intending 
purchasers  can  view  the  machines  in  action 
and  actually  try  them.  At  the  Agricultural 
Hall  no  such  facilities  are  available,  for  the 
greasy  roads  outside  are  hardly  suitable  for 
testing  purposes,  while  there  is  always  a 
considerable  amount  of  vehicular  traffic  upon 
them. 

The  factors  of  motors  and  motor  parts 
suitable  for  mctorbicycles  are  now  doing  re- 
markably well.  The  demand,  they  tell  me,  is 
very  much  greater  than  they  at  first  antici- 
pated, and  is  far  greater  than  is  the  case 
Tvith  components  for  mototricycles  and 
quads.  The  cheapness  of  the  motorbicycle, 
and  the  fact  that  it  contains  few  complica- 
tions and  presents  no  difficulties  in  the  way 
of  the  moderately  skillful  assembler,  are 
points  in  its  favor  and  have  had  the  effect 
of  greatly  pushing  on  the  trade  in  parts.  In 
fact,  a  great  many  orders  are  waiting  to  be 
executed,  and  in  some  cases  agents  who 
placed  small  contracts  at  bottom  prices  are 
making  a  good  thing  by  reselling  the  engines 
as  they  come  to  hand  to  those  fellow  assem- 
blers who  were  not  so  far  seeing.  Many  of 
these  latter  are  willing  to  pay  well  for  the 
accommodation,  so  that  there  is  a  profit  with- 
out working  for  it. 

The  new  pattern  of  Minerva  motor  seems 
to  be  universally  well  spoken  of  by  the  trade, 
and  practically  all  the  assemblers  will  adopt 
it.    It  Is  much  more  powerful  and  appears 


to  be  better  made  than  the  older  pattern,  but 
the  latter  has  still  many  supporters,  and,  in 
spite  of  the  Introduction  of  the  laregr  motor, 
the  old  one  cannot  be  bought  at  less  than 
its  normal  selling  figure.  This  shows  that  the 
demand  is  excellent.  On  the  other  hand, 
some  firms  are  contemplating  using  the 
Werner  motor,  which  is  now  being  sold  at 
a  component.  Several  men  who  can  be  relied 
upon  to  give  a  good  opinion  say  that,  weight 
for  weight,  the  Werner  is  the  more  powerful. 
I  rather  expect  that  there  will  be  some 
undue  price  cutting  at  the  Stanley  Show,  be- 
cause there  are  a  good  number  of  small 
makers  who  have  gone  into  the  making  of 
motorbicycles  without  duly  counting  the  cost. 
Therefore  they  will  want  to  realize  some  of 


Morgan  xWrightTires 
are  good  tires 


ONLY     WAY    TO    CURE 
SOME    LEAKY    TIRES     IS 
TO     PUT     INNER     TUBES    IN 
THEM.    THUS     MAKING 
THEM    DOUBLE -TUBE    TIRES 


Morgan  SWright 


New  York  Branch:    214.-216  West  47th  Street. 

their  money,  and  may  in  some  cases  be  con- 
tent to  do  so  even  at  a  loss,  and  at  the  end 
of  the  show  some  bargains  will  probably  be 
picked  up  by  those  on  the  lookout.  This  in 
itself  may  not  matter,  but  we  do  not  want 
the  public  to  think  that  the  motorbicycle  can 
be  bought  for  some  §100,  because  that  will 
mean  ruin  to  those  makers  who  are  really  in 
the  trade  as  a  business,  and  have  not  entered 
it  without  due  consideration  of  the  cost. 

The  other  day  I  met  a  rider  of  the  motor- 
bicycle which  is  driven  by  means  of  a  fric- 
tion roller  in  contact  with  the  driving  wheel 
tire.  This  machine  I  recently  described. 
The  mud  thrown  by  the  device  was  truly  ap- 
palling, and  quite  justified  my  contention 
that  the  pattern  would  be  little  good  for 
ordinary  road  work.  I  have  not  seen  the 
machine  ridden  on  dusty  roads,  but  the 
owner  told  me  that  the  dust  thrown  up  was, 
he  thought,  almost  more  objectionable  than 
the  mud.  He  was  anything  but  satisfied  with 
his  bargain.  It  is  really  wonderful  that  such 
a  means  of  transmission  could  have  been  put 
upon  the  market  by  any  one  acquainted  with 
the  conditions  under  which  motorbicycles 
have  to  run  in  this  country.  However,  it  will 
not  cost  much  to  alter  the  machine  to  the 
ordinary  belt  driving  pattern,  which  is  by 
far  the  most  satisfactory  device  as  yet  in 
the  market.  The  belts  occasionally  give 
trouble,  but  only  at  the  joins,  and  it  should 
not  be  a  difficult  matter  to  improve  upon  the 
present  system  of  uniting  the  ends. 


TESTING  ''FREE  WHEELS" 


How   the  Marvelous  "  Coasting  Records 
are  flade  Abroad— Challenges  now  Pass. 


It  develops  that  the  so-called  "free  wheel" 
or  "coasting  records"  (which  stand  at  about 
a  mile  and  a  half)  made  on  the  British 
tracks,  to  which  the  Bicycling  World  made 
reference  last  week,  are  little  more  than  per- 
formances of  triclf  riding.  The  manner  in 
which  the  cycling  public  is  being  deluded 
has  finally  caused  the  press  to  raise  a  voice 
of  protest. 

The  theory  upon  which  these  perfoi-mances 
were  originated,  and  in  accordance  with 
which  the  public  supposes  that  they  are  still 
accomplished,  is  that,  having  got  up  top 
pace,  the  rider  ceases  to  work  and  remains 
perfectly  still,  so  as  to  ascertain  how  far  his 
machine  will  run,  without  pedalling,  by  its 
own  luomentum,  says  one  of  the  protesting 
journals.  If  this  practice  were  pursued  in 
its  integrity,  such  performances  might  have 
some  value  attached  to  them,  although  the 
skill  of  the  rider  would  always  have  more 
to  do  with  the  result  than  the  freedom  of  the 
clutch.  But  the  fact  is  that  the  perform- 
ances have  little  genuine  about  them,  but  are 
deliberate  displays  of  trick  riding,  and  in- 
stead of  being  pi'oofs  of  the  freedom  with 
which  a  clutch  will  run,  they  are  in  reality 
only  proofs  of  the  muscular  skill  and  endur- 
ance of  the  rider's  muscles. 

The  explanation  of  this  is  that  the  way  in 
which  the  front  fork  of  a  bicycle  is  sloped 
forward  enables  the  rider  by  violently  jerk- 
ing the  front  wheel  from  side  to  side  to  ob- 
tain a  grip  upon  the  ground  sufficient  to  pull 
the  whole  machine  and  rider  forward,  so 
that  by  simply  "waggling"  the  front  wheel 
to  and  fro  the  rider  can  keep  going  at  a  slow 
pace  for  as  long  as  his  arms  will  hold  out. 
Of  course,  this  manoeuvre  is  only  practicable 
at  a  slow  pace— after  the  real  momentum  of 
the  machine  has  become  all  but  spent— but 
before  that  period  is  reached  it  is  still  possi- 
ble for  the  rider  to  assist  in  the  forward 
movement  of  the  machine  by  jerking  his 
body  forward  in  the  same  way  as  the 
cockswain  of  a  rowed  boat  will  assist  its  pro- 
pulsion by  jerking  his  body  forward  in 
unison  with  the  stroke  of  the  oars. 

Thus,  the  so-called  free  wheeling  records 
are  devoid  of  any  utility  as  demonstrating 
the  quality  of  the  clutches  used.  If  it  is  con- 
sidered desirable  that  genuine  free  wheel 
records  should  be  officially  recognized,  some 
very  clear  rules  ought  to  be  laid  down  to 
prevent  the  real' object  of  the  performance 
being  destroyed  by  such  dodges.  Not  only 
should  the  pedals  be  kept  immovable,  up  and 
down,  but  the  rider  should  be  prohibited 
from  jerking  his  body  in  any  way,  and  should 
be  required  to  keep  his  wheel  perfectly 
straight. 

Meanwhile,  one  of  the  "free  wheel"  manu- 
facturers has  challenged  his  rivals  to  a  coast- 
ing contest  for  $50  a  side. 


\B2 


THE  BICYCUNG  WORLD 


Every  Rider  Can  Have  One. 

It  is  with  more  than  one  grain  of  salt  that 
tho  story  of  a  new  English  Spring  frame 
bicycle  will  be  received.  According  to  the 
account,  one  feature  of  the  invention  is  that 
it  can  readily  be  adapted  and  fitted  to  any 
ordinary  cycle  in  use,  and,  further,  the  total 
cost  of  tlie  spring  arrangement,  so  far  as 
production  is  concerned,  is  marvellously  low 
—in  fact,  a  spring  frame  cycle  will  be  placed 
upon  the  marliet  without,  practically  speak- 
ing, any  extra  cost  to  the  dealer. 


And  Still   Growing. 

The  metric  system  is  to-day  said  to  be 
compulsory  in  twenty  countries,  representing 
more  than  300,000,000  inhabitants— Germany, 
Austria-Hungary,  Belgium,  Spain,  France, 
Greece,  Italy,  Netherlands,  Portugal,  Rouma- 
nia,  Servia,  Norway,  Sweden,  Switzerland, 
Argentine  Republic,  Brazil,  Chili,  Mexico, 
Peru  and  Venezuela. 


Miles's  new  Belt  Adjustment. 

It  is  a  little  odd  that  in  view  of  the  very 
considerable  success  that  has  attended  the 
Werner  type  of  motor  bicycle  it  has  not  been 
copied  by  other  makers. 

Almost  without  exception,  however,  de- 
signers have  adopted  rear  driving  for  their 
machines,  preferring  this,  with  all  its  at- 
tendant complexities  and  disadvantages,  to 
the  front  drive,  in  spite  of  the  simplicity  of 
the  latter.  T-wo  recent  additions  to  the 
ranks  of  the  Werner  type  of  driving  are  to 
be  noted,  however,  both  of  them  English. 
One  is  no  less  than  the  Raleigh  concern,  the 
celebrated  G.  P.  Mills  having  designed  a 
machine  of  this  type  which  possesses  a  nxim- 
ber  of  excellent  features,  among  them  being 
an  eccentric  adjustment  for  the  belt. 


Resin  and  Whale  Oil  for  Hardening. 

The  following  process  is  said  to  be  mucli 
employed  in  Switzerland  for  hardening  steel 
intended  to  be  used  for  tools:  Mix  well  to- 
gether four  parts  of  resin  and  two  parts  of 
wliale  oil  in  an  appropriate  receptacle,  and 
add  one  part  of  hot  tallow.  Immerse  in  this 
mass  the  articles  to  be  hardened,  having  pre- 
viously reduced  them  to  a  cherry  red  heat, 
and  leave  them  in  the  solution  until  they 
become  completely  cold.  They  are  after- 
ward subjected  to  a  temperate  fire  in  the 
ordinary  way.  If  bars  hardened  in  this  man- 
ner are  broken  it  will  be  found  the  hardness 
is  deeper  and  more  equal  than  with  any 
otlier  process,  and  that  the  steel  is  less 
brittle. 


"Motocycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound.  $1. 
The  Goodman  Co..  Box  64J1  New  York.    ••• 


Seventeen  Were  Started. 

During  the  decade  1890-1900  the  census  re- 
ports show  that  seventeen  new  establish- 
ments for  the  manufacture  of  bicycles  were 
started  in  Connecticut. 


SOME  BICYCLES,  LKE  SOME  MEN 

Make  themselves  felt  the  moment  they  make  their 
appearance.  The  INDIAN  MOTOR  BICYCLE  is 
an  instance  of  the  sort.  It  went  str aigfht  to  the  head 
of  the  procession  the  moment  it  was  declared  **  ready 
for  business/*  Agfents  are  not  exactly  cryingf  for  it, 
but  in  gfood  round  numbers  they  are  proving  that  they 
know  a  real  good  motor  bicycle  when  it  is  presented 
to  them.  It  is  strong  where  others  are  weak  (it  does 
climb  hills) ;  it  is  simple  where  others  are  complicated. 
Its  good  points  are  so  many  that  no  advertisement  can 
begin  to  do  them  credit.  They  are  dealt  with  in  our 
"  advance  courier.*'  The  courier  and  our  agency  pro- 
position are  ready.     Are  you  ready  for  them  ? 

HENDEE  MFG.  COMPANY 

SPRINGFIELD,  MASS. 


WE  DO  NOT  RAISE  THE  ANIMALS 

from  which  the  tops  are  made,  but  we  do  make   (not  merely  assemble)   each  and  every  part 

that  enters  into  the 

OAK  SADDLE  FOR   1902. 

wmmm 


The  tops  are  the  very  best  that  money  can  purchase,  and  we  guarantee  them  not  to  sag  or  stretch,  and 
as  a  whole  the  1902  Oak  is  not  only  the  best  saddle  that  we  ever  made  but  is  the  best  saddle  that  ever  has 
been  or  can  be  made.  We  know  and  are  reasonably  certain  that  we  can  convince  you  of  the  fact  if  you  will 
but  accord  us  the  opportunity.     Be  fair  to  yourself  and  say  the  word. 

NEWARK  CYCLE  SPECIALTY  CO.,  NEWARK,  N,  J. 


mat 


THE  BICYCUNG  WORLD 


1S3 


REPAIR  SHOP  ECONOMY 


Why  the  Dealers  Could    not  Show  a  (Pro- 
fits— Big;  Margin  Necessary. 


"It  used  to'  puzzle  me,  a  few  years  ago, 
to  know  that  my  repair  department  made 
such  a  poor  showir-^  in  a  financial  way," 
said  the  dealer,  dvely. 

"There  was  a.  jys  plenty  of  work  to  do 
during  the  season,"  he  went  on,  "and  it 
was  done  at  what  appeared  to  be  remunera- 
tive prices.  On  the  face  of  it  there  should 
have  been  a  nice  profit  made,  but  the  more  I 
worked  over  my  books  to  make  this  out  the 
more  unsatisfactory  the  result  appeared  to 
be.  There  was  no  getting  around  the  fact, 
apparently;  the  balance  at  the  end  of  the 
season  was  certain  to  be  on  the  wrong  side. 

"It  was  the  same  whether  I  made  my 
charges  at  so  much  per  hour  or  by  the  job. 
There  seemed  to  be  a  generous  margin  in 
either  case,  but  the  logic  of  figures  always 
gave  the  lie  to  this  pleasing  belief. 

"For  example,  I  would  make  a  charge  of 
50  cents  per  hour  for  the  actual  time  spent 
on  a  job,  with  all  material  used  as  an  extra. 
Xow,  this  ought  to  have  been  ample.  My 
very  best  men  got  25  cents  an  hour,  or  $15 
per  week,  and  it  did  look  as  if  an  addition 
of  100  per  cent  ought  to  pay  for  such  things 
as  rent,  light,  heat,  tools,  power,  etc.  Or, 
if  I  gave  a  pi-ice  for  the  job,  I  figured  to  add 
100  per  cent  to  the  outlay  of  time  and  ma- 
terial, and  that  ought  to  have  brought  the 
same  result. 

"But  it  did  not,  and  for  a  long  time  I 
could  not  believe  tliat  there  wasn't  a  leak 
somewhere.  Where  else  could  the  money  go? 
I  asked  myself.  The  men  did  their  work 
well  and  rapidly,  and  no  complaint  could  be 
made  "on  that  score.  Plainlj'  there  was 
something  wrong. 

"As  I  worked  on  it,  however,  I  began  to 
see  more  clearly  ^^'here  the  trouble  was. 

"I  was  in  the  habit  of  'throwing  in'  such 

little  things  as  cement  and  canvas  or  plugs 

for  tirfe  repairs.     That  seemed  too  trivial  a 

matter  to  charge  for,  when  I  was  already 

doubling  my  cost.     I  was  also  generous  in 

other   respects.     Whenever   there   was   any 

doubt  about  guarantees  or  the  character  of 

the  work  done  by  my  men,  the  customer  got 

the  benefit  of  it.    Jobs  woiild  be  run  in  from 

the  store  and  pushed  through  without  any 

very  strict  account  of  them  being  taken.    All 

these  were  little  things  in  themselves,  but  in 

the  aggregate  they  amounted  to  a  great  deal. 

"So  I  changed  things  aroimd  and  looked  to 

it  that  I  got  my  hundred  per  cent  without 

any  deductions  for  anything.    That  gave  me 

a  profit,  although  not  a  large  one;  and  as 

long  as  I  was  able  to  obtain  such  prices  I 

was  all  right.  - 

"But  everybody  rushed  into  the  business, 
prices  were  cut.  and  repairing  on  the  old 
lines  ceased  to  be  profitable." 


Iniitatiou  is  to  be  avoided  to  the  largest 
possible  extent.  When  you  feel  like  follow- 
ing the  footprints  of  others  change  the  ap- 
pearance of  the  tracks  as  much  as  possible, 
advises  The  Advisor. 


Nuebling  Blames  Jlanufacturers. 

Editor  The  Bicycling  World: 

Referring  to  the  article,  "One  Way  to  Bet- 
ter Trade,"  in  your  edition  of  the  21st  Inst, 
I  would  suggest  that  you  write  a  similar 
editorial  urging  manufacturers  to  do  their 
share  of  duty  in  the  promotion  of  cycling. 

You  can  hardly  blame  some  dealers  for 
discontinuing  pushing  the  sale  of  bicycles. 
For  instance,  during  the  years  of  1897,  1898 
and  1899  the  majority  of  the  dealers  were 
prominent  In  clubs,  race  meets,  club  runs, 
etc.;  they  would  advertise,  talk  up,  push  and 
swear  by  certain  makes  of  wheels;  then, 
after  they  had  created  a  demand  for  the 
wheels  which  they  were  handling,  either  the 
manufacturer  would  fail  or  else  he  would 
sell  his  wares  to  some  other  dealer  in  the 
same  town  or  to  some  nearby  department 
store;  or,  still  worse,  if  the  factory  happened 
to  be  in  the  same  town,  it  was  not  an  un- 
common thing  for  the  manufacturers  to  sell 
their  wares  direct  to  riders  at  the  same  price 
that  the  dealers  paid  for  them. 

Manufacturers  of  bicycles  who  have  done 
business  under  these  methods  are  now  almost 
extinct;  they  have  either  failed  or  are  mak- 
ing some  other  article,  and  the  time  now 
seems  ripe  for  some  of  the  large  manufact- 
urers to  devise  some  new  method  of  adver- 
tising. 

It  would  do  a  great  deal  more  good  if  they 
spent  less  on  magazine  advertising,  etc.,  and 
in  place  thereof  donate  bicycles  to  clubs  who 
can  turn  out  the  largest  number  of  riders 
in  certain  club  runs,  or  give  medals  to  riders 
who  rode  with  the  most  club  runs  during  a 
season.  Again,  let  the  manufacturers  of 
coaster-brakes  give  a  silver  or  bronze  prize 
for  the  dealers  in  small  towns  or  villages,  to 
be  awarded  the  winners  in  coasting  contests. 
I  think  there  can  be  found  plenty  of  dealers 
who  would  undertake  the  management  of 
such  contests  and  the  giving  out  of  the  prizes 
to  the  winners,  providing  the  manufacturers 
furnish  the  material. 

JOHN  G.  NUEBLING,  Reading,  Pa. 


LIFE  OF  TIRES 


Chase  and  Robl  Upset  Records. 

Robl,  the  German  crack,  has  regained  the 
liour  record.  At  the  Pare  des  Princes  track, 
Paris,  November  3,  he  covered  65  kilo.,  742 
metres  within  the  60  minutes— equal  to  40 
miles,  1,495  yards. 


On  November  9  on  the  Crystal  Palace  track 
Arthur  Chase,  the  English  rider,  gave  the 
long  distance  records  a  fearful  jostle.  His 
first  mile  was  made  in  Im.  .54s.  The  ten 
miles  was  covered  in  16m.  9  l-5s.,  54  1-5  sec- 
onds outside  his  previous  record.  At  twenty- 
five  miles  he  was  2m.  7  4-5s.  behind,  and 
again  at  fifty  miles  he  was  still  behind  his 
previous  performance.  At  fifty-one  miles  he 
got  inside  the  records,  however,  and  covered 
the  100  kiloms.  in  lb.  41m.  8  2-5s.  At  two 
hours  72  miles  990  yards  had  been  covered, 
which  was  10  miles  540  yards  better  than  the 
previcms  record,  standing  to  Palmer's  credit; 
ir>()  kiloms.  were  done  in  2h.  34m.  22  2-5s., 
and  tlie  liundred  mile  world's  record  in  2h. 
45m.  20  2-5S.  Going  on  for  the  three  hours, 
he  finished  with  the  grand  total  of  108  miles 
].026  yards,  beating  the  flu'ee  hours'  record 
by  20  miles  126  yards. 


Good  Ones  Last  Until  Worn  out— A  Couple 
of  Illustrations. 


"It  is  the  general  opinion  that  tires  have 
a  very  short  life,"  remarked  the  rider  who 
alway»  looks  carefully  after  his  machine. 
"This  is  true  on  the  whole,  of  course,  but 
there  are  exceptions  to  that  as  to  every 
other  rule. 

"In  my  'stable'  I  have  two  machines  shod 
with  old  tires.  One  set  was  made  in  1898 
and  the  other  in  1897,  and  while  they  have 
not  been  run  continuously  since  these  years 
their  mileage  totals  well  up  into  the  thou- 
sands. They  have  not  received  any  extra 
amount  of  care  .either.  When  the  machines 
were  not  in  use  they  stood  in  the  cellar,  ex- 
posed to  dust  and  furnace  heat  in  winter 
and  dampness  in  summer. 

"No  one  could  be  more  surprised  than  my- 
self at  the  way  they  have  lasted.  Their 
mates,  fitted  to  my  own  wheels,  single  and 
tandem,  went  the  way  of  all  tires  long  ago. 
As  they  were  used  a  great  deal,  this  was 
only  natural.  They  were  worn  out,  and  in 
course  of  time  had  to  be  replaced. 

"But  the  common  belief  is  that  time  is 
almost  as  wearing  on  a  tire  as  hard  service. 
If  this  were  true  these  tires,  four  and  five 
years  old,  respectively,  would  be  quite  worth- 
less. The  rubber  would  be  dead,  the  fabric 
rotten,  the  tires  themselves  incapable  of  hold- 
ing air.  As,  a  matter  of  fact  it  is  just  the 
other  way.  The  rubber  has  not  cracked  or 
blistered,  and  when  the  tires  are  pumped  up 
they  are  free  from  unsightly  protuberances 
and  almost  indistinguishable  from  the  set 
of  last  year's  tires  that  are  fitted  to  my 
own  machine. 

"It  does  look  as  though  the  accepted  theory 
in  regard  to  tires  was  in  need  of  revision,  or 
else  these  were  imcommonly  good  tires." 


The  Retail  Record. 

St  Augustine,  Fla.— H.  and  W.  Lillywhite, 
-  Granada  street,  new  store.     ' 

Herkimer,  N.  Y.— The  Herkimer  Cycle  Co. 
has  removed  to  the  Kay  Block. 

INDIANA  CHAINS 

EASIEST  RUNNING.     CONSEQUENTLY  BEST. 


EVERY  LINK  IS  RIGHT. 
PRICE  IS  RIGHT. 


Send  j6  ceots  for  Fob.     >i.8o  per  dozen. 

INDIANA  CHAIN  CO.,    Indianapolis,  Ind. 

Brandenburg  Bros.  &  Wallace,  Salesmen. 
New  York— Chicaco. 


\Z4 


THE  BICYCLING  WORLD 


The   Standard  High    Grade    Bar  of   America 


IS    THE 


IDEAL 
Hmndle  Bar. 


Why  use  the  low  grade  of  bars  when  you 
can  get  the  best  for  a  few  cents  extra.  Our 
bars  are  better  than  ever.  Out  of  the  two 
large  manufacturers  who  used  15,000  bars  last 
season  we  were  called  on  to  replace  only  two 
tops  and  no  stems,  and  these  were  broken  through  accidents.  The  best  firms  use  our  bars,  such 
as  the  Waltham  Mfg.  Co.,  Iver  Johnson  Arms  &  Cycle  Works,  J.  Stevens  Arms  &  Tool  Co. 
Warwick  Cycle  Co.  and  also  several  branches  of  the  American  Bicycle  Co.  Our  customers  of 
the  past  who  are  still  in  business  are  still  with  us.  You  will  make  no  mistakes  by  cataloging 
our  goods.     Get  prices  for  the  coming  season.     Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


MR.  JOBBER, 

Just  a  moment,  please  ! 
Dull  1  neglect  to  catalogue  the 

Smith  Two-Roller 
Spring  Seatpost 


YOU 


IT   WELL  PAY 

We  furnish  electrotypes.      Write  to-day. 

JOS.  N.  SMITH  &  CO.,  Detroit,  Mich. 


STAR    RECORD    BRIDGEPORT 


1902  MODEL  PEDALS 


NOW  READY. 


Send  for  Quotations  and  Particulars. 


THE  BRIDGEPORT  GUN  IMPLEMENT  CO. 


313-317  BROADWAV,  NEW  YORK. 


Sterling  Continuous  Ringing  Chime. 


N0N=WIND1NQ. 


Don't  Hake  a  flistake. 

Buy  This  Chime  and 
Only  This. 


NON=REVOLVINQ 


N.  N.  HILL  BRASS  CO. 

( Sole  Manufacturers  ) 

EAST  HAMPTON,  CONN. 


SALESROOMS:    84-86  Chambers  St.,tNEW  YORK, 
45  Peari;St.,  BOSTON. 


THE  BICYCLING  WORLD 


185 


The  Week's  Record. 

In  point  of  values  Prance  headed  last 
week's  manifest  of  cycle  exports,  its  pur- 
chases amounting  to  upward  of  $9,000.  Ger- 
many, too,  took  a  shipment  of  goodly  pro- 
portions. The  East  Indies,  Australia  and 
England  were  the  other  large  buyers.  The 
record  in  detail  follows: 

Antwerp— 23  cases  bicycle  material,  $1,440. 

Argentine  Republic— 3  cases  bicycles  and 
material,  $363. 

British  East  Indies— 83  cases  bicycles  and 
material,  $2,284. 

Brazil— 6  cases  bicycles  and  material,  $421. 

British  Australia— 41  cases  bicycles  and 
material,  $1,335. 

British  West  Indies— 44  cases  bicycles  and 
material,  $869. 

Bremen— 1  case  bicycles,  $50;  3  cases  bicy- 
cle material,  $240. 

Christiania— 1  case  bicycle  material,  $50, 

Cuba— 9  cases  bicycle  material,  $238. 

Central  America— 3  cases  bicycles,  $65. 

Copenhagen— 3  cases  bicycle  material,  $173. 

Dutch  Guiana— 27  cases  bicycles  and  parts, 
$748. 

Gothenburg— 2  cases  bicycles  and  material, 
$35. 

Havre— 631  cases  bicycles,  $6,087;  37  cases 
bicycle  material,  $3,367. 

Hamburg— 111  cases  bicycles,  $3,330;  G 
eases  bicycle  material,  $350. 

London— 8  cases  bicycles,  $200;  55  cases 
bicycle  material,  $1,176. 

Liverpool— 30  cases  bicycles,  $737;  2  cases 
bicycle  material,  $125. 


Rotterdam— 11  cases  bicycles,  $249;  3  cases 
bicycle  material,  $190. 
Southampton— 4  cases  bicycle  material.  $76. 
Stockholm— 11  cases  bicycle  material,  $484. 
Trieste— 1  case  bicycles,  $25. 


Personality  in  Business. 

Every  successful  business  man  has  some 
traits  of  character  that  have  been  largely  re- 
sponsible for  his  success.  It  may  have  been 
constant  attention  to  factory  or  store;'  a  ca- 
pacity for  new  and  more  effective  methods;. a 
higher  reputation  for  integrity  and  courtesy, 
or  the  possession  of  the  faculty  of  good 
salesmanship. 

There  is  no  doubt  that  the  great  majority 
of  business  men  could  increase  their  business 
and  add  to  their  wealth  by  careful  attention 
to  their  own  actions  and  methods.  Many  a 
manufacturer  could  improve  his  chances  of 
success  by  learning  how  to  become  a  mer- 
chant—a distributor  as  well  as  a  producer. 

The  business  man  who  appreciates  the  im- 
portance of  character  and  reputation  in  his 
debtor  should  be  the  last  to  forget  it  in  his 
own  case.  Yet,  how  often  is  this  overlooked 
by  those  who  know  the  results  of  careless- 
ness in  the  prompt  payment  of  accounts  and 
of  speculating  so  heavily  as  to  create  un- 
favorable comment. 


"Defects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motocycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co..  Boi 
«49.  New  York.  ••• 


Estimating   Profits. 

Many  dealers,  especially  those  doing  a 
small  business,  sell  goods  at  too  small  a 
margin  of  profit,  and  wonder  why  it  is  that 
they  are  not  getting  ahead. 

Hundreds  of  retail  dealers  seldom,  if  evei', 
sit  down  and  devote  an  hour  or  two  sys- 
tematically figuring  out  what  it  costs  them 
to  do  business. 

No  matter  what  a  man  may  sell,  the  cal- 
culating, systematic  man,  who  does  a  good 
deal  of  figuring  and  knows  just  what  he  is 
doing,  has  a  vast  advantage  over  the  dealer 
who  seldom,  if  ever,  does  any  figuring  for  his 
own  benefit,  but  contents  himself  with  open- 
ing the  store  in  the  morning  or  getting  there 
at  a  certain  time,  waiting  on  customers,  go- 
ing home  at  night  and  trusting  to  luck  that 
he  will  win  out  sometime — a  humdrum  ex- 
istence month  after  month. 

The  successful  dealer  keeps  his  invoices 
carefully,  has  a  cost  book  and  is  very  careful 
to  place  prices  on  his  goods  in  such  a  way 
that  the  cost  of  the  goods,  the  cost  of  doing 
business  and  a  profit  will  be  provided  for. 
If  a  credit  business  is  done  there  is  a  per- 
centage of  loss  on  bad  bills  every  year.  It 
cannot  be  otherwise.  This  must  be  taken 
into  account.  The  dealer  must  draw  a  salary 
or  a  certain  amount  for  his  own  living.  This 
is  as  necessary  a  part  of  the  expense  of  do- 
ing business  as  rent  or  clerk  hire  and  must 
be  figured  into  the  cost  of  selling. 


Some  of  the  cheap  vehicles  of  unknown 
make  are  models  of  weakness^. 


Improvement  is  still  tlie  order 
of  the  age. 

THE  FORSYTH 
IS  A  COASTER  BRAKE  OF  TO-DAY 

not  of  yesterday. 


It  embodies    more  real  improvements  than  any 

other  on  the  market — not  merely  alterations, 

mind  you,  but  genuine  improvements. 

YOU  SHOULD  NOT  PERMIT  YOURSELF  TO  REMAIN 
IN  IGNORANCE  OF  THEM. 

It  v^'ill  afford   us  pleasure  to  post  you, 

FORSYTH  MFG.  CO.,  -  BUFFALO,  N.  Y. 


Jobbers,  Be  Wise! 


Handle  these 
Goods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


THE  ERIE  CRACK  A  JACK  (DOUBLE  TUCET 
PATENTED   MAV  2B    1301 

PENNSYLVANIA   RUGGER  CO. 
ERIE,    PA. 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK  CmCAQO  BOSTON 

BUFFALO  PHILADELPHIA 


186 


THE  BICYCUNG  WORLD 


CHAMPION  HUBS 

Write  tor  Complete  Descrtptloa  and  Prices. 


LIGHT    WEIGHT    RACING    MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHOE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  rSSIr  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Frictlonless 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

sprockets. 

Send  for  Catalogue  and 
Trade  Price  to 

Morse  Chain  Co.,  immansburg:,  n.  y. 


WANTS  AND  FOR  SALE. 

1 5  cents  per  line  of  seven  words,  cash  with  order. 

AA/^ANTED — Everyone  interested  in  motor  bi- 
cycles to  purchase  "Motocycles  and  How  to 
Manage  Them."  Contains  126  pages  bristling 
with  information.  $1.00  per  copy.  For  sale  by 
The  Goodman  Co.,  1 54  Nassau  St.,  New  York  City 

Position — wanted    as    branch    manager   or 
traveling  representive  for  Tire  or  accessory 
house.    Large  acquaintance  in  the  trade.     Address 
X.  Y.  J.  Box  649,  New  York. 

It  is  reported  that  the  British  War  De- 
partment is  .about  to  place  an  order  for  "an 
euoriuous  number"  of  military  bicycles  for 
use  in  South  Africa. 

THE  ARMSTRONG  "A"  CRANK  HANGER 

THE  "A"   HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical construction, finish  and  materials  used, 
that  it  is  possible  to  produce. 

Made  iii  07ie  grade  only,  the  highest. 
Handsome  in  Appearance. 
Simple  in  Construction. 
Easy  and  Positive  Adjustment. 
We  make  the  most  complete  line  of  3ICVCLE  FRAME  FITTINGS 
and  CRANK  HANGERS  on  the  market. 
Our  igo2  prices  are  Icr.v.  Write  for  them. 

ARMSTRONG  BROS.  TOOL  CO.,  Chicago. 

Century  Cycles 

couldn't  be  better. 

MILWAUKEE  CYCLE  CO.,    Milwaukee,  Wis. 


Bicycle  Parts  and  Tubing 

WRITE   US    FOR   PRICES. 

The  Standard  Welding  Go. 

ci_e:\/ei_aisid,  omio 


NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  MFCk.  CO., 
Buffalo,  N.  Y. 


nAWD  AND  FOOT  PUMPS,   ^ 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

Spetter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factoriei:  Waterburjr,  Conn. 
Depot*:  lie  Lake  St.,  Chicago. 

41^  Broome  St.,  New  York 


U. 


►♦♦♦ 


(t 


PERFECT" 


OILER. 


For  High  Grade  Bicycles.  The  best  and  neatest  Oiler  in  the 
Market.  DOES  NOT  LEAK.  The  "PERFECT"  i»  the 
only  Oiler  that  regulates  the  supply  of  oil  to  a  drop.  It  is  al>- 
»olutely  unequaled.    Price,  25  cents  each. 

We  make  cheaper  oilers,  also. 

CUSHMAN  £  DENISON,  Mfrs.,  240-242  W.  23d  St.,  NEW  YORK. 


HAS  APOINTONLYXslN.  DIAMETER. 
THE  MAGIC  is  as  good  as  ever.    But  prices  are  dif- 
ferent.     Get  our  new  quotations  for   1902   and   you 
will  be  right  in  it.      You  will  find  it  well  worth  the 
trouble. 
THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEEST.,  CHICAGO,  ILL. 


<<D.  &  J."  HANGERS 

FOR 

Single, 

Tandem, 

Triplet, 

ABsoLUTELr  THE  BEST    Quad  and 

Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


COLUMBIA 


AUXOIVIA-riC    GAS     L-AIVIR 

FOR  BICYCLES,  BUGGIES  AND  MOTOR  VEHICLES. 


Positively  automatic  water  feed,  i.  e.  the 
water  feed  is  positively  controlled  by  the 
gas  pressure,  which  is  regulated  by  a  gas- 
cock. 

No  carbide  wasted.  Charge  can  be  used 
repeatedly  until  exhausted,  the  same  as  in 
an  oil  lamp. 

Lights  at  once.  Turns  down  or  out  at 
once. 

Uses  one-half  the  carbide  necessary  in  a 
large  lamp,  and  gives  as  good  a  headliglit 
as  the  best. 

Height  sJ^  in.     Weight  18  oz. 

5,000  of  these  lamps  in  use  on  buggies, 
carriages  and  motor  vehicles  in  Chicago 
this  year. 

We  maintain  prices. 

We  carry  the  stoclci  ourselves,  and 
you  can  return  surplus  lamps  at  the 
end  of  the  season. 
It  is  not  necessary  for  us  to  offer  prizes. 


Our  goods  are  sold  on  their  merits  alone, 

Pine  art  calendar  for  1902  mailed  free  to  the  trade  on  receipt  of  letter  haad 

HINE-WAH  MFG.  CO.,  60  WABASH  AVE..  CHICAGO,  ILL. 


If  You  Desire 
Complete  Motor  Bicycles 

You  cannot  get  a  better  one  than 

THE   MARSH. 

If  You  Desire 
to  Build  Your  Own  Motor  Bicycle 

We  can  supply  everything  which  you  require 
for  the  purpose.     Write  us, 

Tite  Motor  Gyolo  Mfgm  Oom,  Brockton,  M»«a. 


I 


I 


REVIEW^^i^ 


In  which,  is  incorporated  "THE  WHEEL'*  (New  York)  and  the  "AMERICAN  CYCLIST'*  (Hartford) 


/ 


vol.  XLSV. 
llO.   10. 


New  York,  N.  Y.,  U.  S.  A.,  Thursday,  December  5,  J 90 J. 


$2.00  t  Tear. 
10  Cents  a  Capy. 


To  the  man  who   is  literally  looking  for      the 

most  for  his  money,"  the  Barwest 

may  be  disappointing. 

It  contains  but  nine  (9)  parts ;  there  arc  some  others  that  contain  40. 


jm^ 


ff?^< 


;f  The  Others  -  -  40  pieces 
The  Barwest  -  9  " 


^fi 


@^er 


Balance  in  favor   Q 1 
(?)  of  others    0  I 


ii 


jgraRe 


Hence  any  man  purchasing  coaster-brakes  can  get  nearly  four  times  as  many  pieces  by  purchasing 

other  than  the  Barwest. 

The  man  who  appreciates  that  the  fewer  the  parts  the  greater  the  simplicity  and  satisfaction  will 

quickly  see  the  point.     We  are  not  finding  very  many  men,  however,  who  lack 

appreciation  of  the  sort*    Have  we  heard  from  you  yet? 


BARWEST  COASTER  BRAKE  COMPANY,  83  Chambers  Strr         '  vnRK, 


PACIFIC  COAST  DISTRIBUTORS:  PhiU  B.  Befceart  Co.,  lU  Second  St.,  San  P"  Q"  ^ 


?^f) 


^^^.^^ 


s> 


44 


s 


HEET 
TEEL 
TAMPINQS 


THE  CROSBY  COMPANY 


BUFFALO,  N.  Y. 


GET  IN  THE  BANDWAGON 


DIFFERS 

♦  ^  FROM  A  Bicycle  - 

THEREFORE  IT5  PRICE 
IS  DIFFERENT 

N0(HEAPRACYCLE5 


-..^4'^ 


^  ^^il»((s 


nTimuM 


""U  PRICE  TOVJ 

ALL  DEALERS 
NO  RACYCLES  lent  , 

GIVEN  AWAY  OR  CONSIGNED 

NO  INDUCEMBNT  EXCEPT     ^ 

THE  RACYCLE  <- 


^Racycle 

V  NEVER   SOLD  BY 

>  MAIL  Order  Houses 

THE  GRAVE  DIGGERS 
OFTHE  TRADE 


^CYCLES  LEAD  V°<^£55/05J, 

OWERS  FOLLOW 


vJAN!^ra^Q^^^T^AN.l^ol  1  ^/[sept  i^^r^i  [jy  .iAM.tc)Q3 


288  BICYCLE  fACTOWES    69  BICYCLE  FACTORIES     35  BICYCLE  FACTORIES    RACYCLE  ANYWAY 


MIAMI^CVCLE.    ac  MPQ.<£^CO.LMI  DDLE.TOWN-OH  I  O  • 


<N'?xtKoNtV-<^O.cvN   Q 


THE  BICYCUNG  WORLD 


189 


KOKOMO  RUBBER  CO. 


MADE  RIGHT 


I 


A 


SOLD  RIGHT 


WRITE  TO-DAY 


®     KOKOMO,  INDIANA 


i"-'-  m'u  — — ^— ■ 


190 


THE  BICYCLING  WORLD 


The   Standard  High  iCrade   Bat*  of  America 

IS    THE  


IDEAL 
Hantlle  Bar. 


Why  use  the  low  grade  of  bars  when  you 
can  get  the  best  for  a  few  cents  extra.  Our 
bais  are  better  than  ever.  Out  of  the  two 
large  manufacturers  who  used  15,000  bars  last 
season  we  were  called  on  to  replace  only  two 
tops  and  no  stems,  and  these  were  broken  througli  accidents.  The  best  firms  use  our  bars,  such 
as  the  Waltham  Mfg.  Co.,  Iver  Johnson  Arms  &  Cycle  Works,  J.  Stevens  Arms  &  Tool  Co.^ 
Warwick  Cycle  Co.  and  also  several  branches  of  the  American  Bicycle  Co.  Our  customers  of 
the  past  who  are  still  in  business  are  still  with  us.  You  will  make  no  mistakes  by  cataloging 
our  goods.     Get  prices  for  the  coming  season.     Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


MR.  JOBBER, 

Just  a  moment,  please  ! 
Dull   1  neg-lect  to  catalogue  the 

Smith  Two-Roller 
Spring  Seatpost 


IT   WILL   PAY 


YOU 


We  furnish  electrotypes.      Write  to-day. 

JOS.  N.  SMITH  &  CO.,  Detroit,  Mich. 


Star      Record 


PEDALS 


Bridgeport 

PEDALS 


1902  Models 
Now  Ready. 

SEND  FOR  QUOTATIONS 


The  Bridgeport  Qun  Implement  Company, 

313-317  Broadway    New  York. 

Sterling  Continuous  Ringing  Chime. 


NON=WINDINQ. 


Don't  riake  a  flistake. 

Buy  This  Chime  and 
Only  This. 


NON=REVOLVINQ 


(PATENT  APPLIED  FOR.) 


N.  N.  HILL  BRASS  CO. 

( Sole  Manufacturers  ) 

EAST  HAMPTON,  CONN. 


SALESROOiVlS :     84-86  Chambers  St./.NEW  YORK. 
45  PearCSt.,  BOSTON, 


THE  BICYCLING  WORLD 


J9J 


The  Most  Comfortable  Bicycle 


IS    FITTED    WITH    A 


"REG AS 


J1  SPRING 
FRAflE 


The  Winner  for  1902. 


HAVE  YOU  SEEN   IT  ? 

Sold  to  the  Rider  at  a  Popular  Price. 


ANY  BICYCLE    MANUFACTURER  CAN    FURNISH    WHEELS  WITH  "REQAS" 

SPRING  FRAMES.     ABOUT  SEVENTY-FIVE  PER  CENT. 

HAVE  ARRANGED  TO  DO  SO. 

IT  IS  NOT  TOO  LATE;  WRITE  US  FOR  FULL  PARTICULARS. 

"REQAS"  VEHICLE  COMPANY,  Rochester,   New  York 


"Words  of  Others  Tell  the  Story." 


W^ 


MSf/A. 


Mineola,  N.  Y., 

Oct.  14,  igoi. 
"The  Mitchell  Motor  Bi- 
cycle arrived  on  Saturday  and 
I  am  perfectly  satisfied  as  to 
its  looks  and  running  qual- 
ities. 

I  have  had  considerable  ex- 
perience with  other  makes  of 
motor  bicycles  and  am  satis- 
fied that  you  are  making  the 
best  $200  motor  bicycle  in  the 
world." 

Frank  P.  Seaman. 


niTCHELL  nOTOR  BICYCLE. 


Freeport,  111., 

Oct.  14,  1901. 

"I  must  say  that  for  beauty 
the  Mitchell  Motor  Bicycle 
is  O.  K.,  and  for  running  mine 
at  present  is  equal  to  any. 

I  have  repaired  and  also  re- 
built one  pacing  tandem  for 
Messrs.  Judd  and  Kramer,  of 
Spring-field,  Ohio,  and  I  have 
a  - — - —  motor  bicycle  in  the 
shop  now  for  repairs,  from 
Mason  City,  Iowa,  and  it  is 
rather  a  peculiar  looking  af- 
fair. I  wouldn't  trade  my 
Mitchell  for  one  hundred  to 
boot  for  it." 

Fred  Jastram. 


WE  riAKE  A  FULL=LINE  OF  PEDAL=PROPELLED  HITCHELLS,  TOO. 


WISCONSIN  WHEEL  WORKS,  BOX  W,  RACINE  JUNCTION,  WISCONSIN. 


^^^i)^^^i)^^^ii)^i)^^j^i)atatataaaaat^ 


.1 


193 


THE  BICYCLING  WORLD 


THE 


1902  MORROW 


JUST  A  WEE  BIT  BETTER 

than  the  1901  model 
(There  was  not  much  room  for  improvement) 

AND 

A  GREAT  DEAL  EASIER  TO  APPLY 

to  any  make  of  bicycle. 
(The  hinged  arm  and  new  dip  do  it.) 

THAT  SUMS  UP 

what  has  been  done  to  make  more  meritorious  the  most 
meritorious  article  on  the  market,  and  the  one  that  has 
added  most  to  the  zest  and  enjoyment  of  cycling  and  to 
the  profits  of  those  engaged  in  the  cycle  trade. 


OUR   igo2    CATALOG   IS  READY. 


ECLIPSE   MANUFACTURING   COMPANY 


ELMIRA,    NEW  YORK,    U.  S.  A. 


Volume  XLIV. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  which  is  incorporated  "  The  Wheel  and  Cycling  Trade  Review  "  and  the  "  American  Cycllrt." 
New  York,  U.  S.  A.,  Thursday,  December,  5.   1901. 


No.    10 


TOO  MUCH  PROTECTION 


Australian    Trade    Protests    and   Proposes 
new  Figures — America's  Interest  Large. 


Melbourne,  Oct.  30.— The  new  Federal 
tariff,  generally  speaking,  does  not  please 
the  Australian  cycle  trade.  It  has  been  snb- 
mitted  to  the  Senate,  but  flnds  little  favor 
with  the  local  makers  and  assemblers.  Our 
original  duty  on  bicycles,  etc.,  was  10  per 
cent,  while  the  parts  came  in  free.  Now 
machines  are  being  taxed  20  per  cent,  fin- 
ished and  nickeled  parts  20  per  cent,  parts  In 
the  rough  not  otherwise  included  15  per 
cent.  It  was  submitted  on  the  9th  inst.,  and 
the  debate  is  still  proceeding,  that  is,  a 
want  of  confidence  motion.  The  government 
will  score,  however,  but  it  is  almost  certain 
the  tariff  will  be  pulled  to  pieces  in  commit- 
tee.   For  this  I  have  been  waiting. 

A  meeting  of  the  trade  was  held  on  the 
25th  inst.,  when  the  tariff  was  considered. 
It  appeared  to  be  the  sense  of  the  meeting 
that  as  Australia  manufactured  so  few  of 
the  articles  affected  their  protection  was 
in  the  nature  of  "straining  at  gnats." 
While  it  was  admitted  that  a  tariff  for  reve- 
nue only  was  wise  and  a  10  per  cent  differ- 
ence between  complete  bicycles  and  parts 
was  proper,  the  tariff  on  the  latter  was  held 
to  be  excessive.  In  some  instances,  wrenches, 
for  example,  those  designed  for  use  on  bicy- 
cles wer  assessed  20  per  cent,  while  those 
intended  for  general  use  were  admitted  free 
of  duty. 

Tlie  outcome  of  the  mooting  was  the  draft- 
ing of  the  following  tariff',  the  "proposed 
tariff"  ))eing  the  figures  advocated  by  the 
meeting.  It  will  be  presented  to  the  gov- 
ernment and  petiticms  asking  its  adoption 
be  circulated  throughout  the  commonwealth. 

Bicycles,  tricycles  and  similar  vehicles; 
cycle  parts  (except  tires),  brazed  or  perma- 
nently joined.  Cycle  frames,  brazed  or 
.ioined  front  forks;  handle  bars,  saddle  pil- 
lars, back  forks,  back  stays,  brazed  or 
joined;   cycle  wheels  built,— Last  Victorian 


tariff,  10  per  cent;  Federal  tariff,  20  per 
cent;  proposed  tariff,  20  per  cent. 

Motor  vehicles.— Last  Victorian  tariff,  25 
per  cent;  Federal  tariff,  20  per  Gent;  pro- 
posed tariff,  20  per  cent. 

Cycle  parts:  The  following  finished  com- 
ponent parts  of  bicycles,  tricycles  and  sim- 
ilar vehicles,  such  parts  not  being  brazed  or 
joined  together;  such  parts  or  parts  thereof 
being  ball  heads,  bottom  brackets,  chain 
wheels,  axles,  cranks,  pedals,  hubs,  fork 
ends,  stay  ends,  adjusters,  seat  pillars,  lugs, 
back  fork  bridges,  liners,  handle  bar  lugs, 
rims,  stampings  and  castings  in  the  rough 
or  partially  finished. — Last  Victorian  tariff, 
free;  Federal  tariff,  20  per  cent;  proposed 
tariff,  10  per  cent. 

Spokes,  nipples,  washers,  handle  grips, 
balls,  lamps,  bells,  lamp  brackets,  sprockets, 
hub  clutches,  inflator  clips,  inflator  connec- 
tions, cycle  locks,  repair  outfits,  solution, 
cement,  lamp  wicks. — Last  Victorian  tariff', 
free;  Federal  tariff,  20  per  cent;  proposed 
tariff,  10  per  cent. 

Brake  work,  saddles,  saddle  springs,  sad- 
dle clips,  cyclometers,  tool  bags,  hub  steps, 
gear  cases,  chain  guards,  dress  guards,  mud 
guards,  trouser  clips,  toe  clips,  whistles;  par- 
cel carriers. — Last  Victorian  tariff,  10  per 
cent;  Federal  tariff,  20  per  cent;  proposed 
tariff,  10  per  cent. 

Motor  parts,  accessories  for  cars,  cycles 
and  motor  vehicles. — Last  Victorian  tariff,  25 
per  cent;  Federal  tariff,  20  per  cent;  pro- 
posed tariff,  10  per  cent. 

India  rubber,  etc.,  including  cycle  and  ve- 
hicle tires.— Last  Victorian  tariff,  .10  per 
cent;  Federal  tariff,  15  per  cent;  proposed 
tariff,  ]5  per  cent. 

Cycle  and  motor  tires,  component  parts  for 
same;  outer  rubbers,  inner  tubes  (not 
valved),  canvas  or  fabric  for  cases,  valves, 
tire  tapes  and  buckles,  valve  patches.— Last 
Victorian  tariff',  free;  Federal  tariff',  15  per 
cent;  proposed  tariff',  10  per  cent. 

Cycle  enamels  and  varnishes.— Last  Vic- 
torian tariff',  2s.  gallon;  Federal  tariff',  Is. 
and  15  per  cent;  proposed  tariff',  2s.  gallon. 

Masticated  rubber.— Last  Victorian  tariff, 
free;  Federal  tariff,  15  per  cent;  proposed 
tariff',  free. 

Division  VI.,  metals  and  machinery.— Last 
Victorian'  tariff',  free;  Federal  tariff",  free; 
proposed  tariff,  free. 

Spelter,    brazing    wire,    brazing    compo.— 


Last  Victorian  tariff',  free;  Federal  tariff', 
free;  proposed  tariff,  free. 

Wrenches  (screw).— Last  Victorian  tariff', 
free;  Federal  tariff,  20  per  cent;  proposed 
tariff,  free. 

Chains  in  the  piece. — Last  Victorian  tariff', 
free;  Federal  tariff,  free;  proposed  tariff', 
free. 

Tubing  (not  brazed  up  or  plated).— Last 
Victorian  tariff,  free;  Federal  tariff,  15  per 
cent;  proposed  tariff,  free. 

As  a  result  of  the  tariff  the  prices  of  many 
articles  have  been  advanced.  Tires,  for  in- 
stance (Dunlops),  went  up  a  dollar,  but  within 
three  weeks  were  reduced  by  half  a  dollar, 
the  company  "sharing  the  increase  with  the 
agents."  The  Dmilop  concern,  however,  has 
not  the  monopolj'  that  the  parent  house  has 
acquired  in  the  United  Kingdom, .  and,  al- 
though the  goods  are  generally  accepted  as 
being  the  best,  about  a  dozen  smaller 
makers  do  a  fairly  prosperous  trade.  The 
prices  of  parts— B.  S.  A.  sets  for  example- 
have  also  increased,  being  formerly  about 
$20.60,  but  are  now  quoted  at  |2.3  to  $24. 
Machines,  complete,  however,  have  not  suf- 
fered, by  reason,  probably,  of  the  fairly 
large  stock  on  hand. 

The  condition  of  the  trade  generally  is  not 
good,  although  the  tension  has  been  eased 
by  the  sliutting  down  of  many  small  places 
during  the  winter.  Wheels  are  being  ad- 
vertised, built  to  order,  from  $45,  but  the 
better  houses  quote  from  $62  upward. 

The  free  wheel  device  is  very  popular  here, 
American  and  English  goods  about  halving 
the  honors.  There  is  also  a  growing  demand 
for  variable  gears,  which  is  looked  upon  as 
the  coming  thing  in  cycling.  Spring  frames 
are  but  little  in  evidence,  though  the  quality 
of  our  roads  fully  warrants  their  use.  In 
further  reference  to  free  wheels,  many  rid- 
ers, after  a  trial  of  back-pedalling  brakes  in 
conjunction,  prefer  those  to  be  applied  al- 
together independently  of  the  coaster;  it 
gives  greater  variety  of  freedom  and  move- 
ment. 

Components  get  Cushion  Frame. 

The  Hygienic  cushion  frame  has  been 
taken  up  in  England  by  the  big  Cycle  Com- 
ponents Co.,  of  Birmingham.  This  means 
that  the  frame  will  be  sold  to  all  comers,  to 
the  small  makers  as  well  as  to  the  large 
ones.  It  should  assure  a  wide  spread  of  the 
cushion  frame  leaven. 


194 


THE  BICYCLING  WORLD 


INCREASED  300  PER  CENT 


Cushion  Frame's  Record  for   i901— Causes 
and  Policy  Tliat  Brouglit  it  About. 


As  one  of  the  examples  of  how  "keeping 
everlastingly  at  it"  brought  success  and  is 
bringing  it  in  increasing  measures,  the  cush- 
ion frame  is  a  shining  marli.  With  not  only 
its  own  way  to  win,  but  with  the  deep  seated 
prejudice  against  the  old  spring  frames  to 
overcome,  each  year  has  seen  it  gain  ground, 
not  Avith  a  rush  or  tooting  of  horns,  but 
none  the  less  surely.  The  current  year  has 
marked  its  greatest  stride,  an  increase  of  300 
per  cent  over  last  year. 

To  all  who  admire  undeviating  adlierence 
to  an  upright  and  liigh  minded  policy,  this 
substantial  evidence  of  cushion  frame  suc- 
cess cannot  hut  prove  of  considerable  satis- 
faction. For,  of  all  those  engaged  in  tlie 
trade,  than  tlie  Hygienic  Wheel  Co.  none  has 
clung  longer  and  with  more  resolution  to  all 
that  is  conveyed  by  the  term  "high  grade." 
This  is  not  fulsome  praise;  it  is  irrefutable 
fact.  The  i-epeated  refusal  of  the  Hygienic 
people  to  jiermit  the  use  of  the  cushion 
frame  on  any  bicycle  listing  at  less  than  $50 
is  one  sign  of  it.  The  fact,  not  so  well 
known,  that  they  have  declined  to  license 
not  a  few  manufacturers  Avho,  although 
making  $50  bicycles,  were  considered  lack- 
ing in  reputation  or  in  the  means  that  con- 
tribute to  long  life,  is  further  testimony  to 
the  same  effect. 

In  a  word,  it  is  and  has  been  the  Hygienic 
policy  not  to  sacrifice  the  future  for  the 
present.  Having  a  good  name,  it  is  their  aim 
to  preserve  it  as  such  names  should  be  pre- 
served. The  policy  Avill  not  be  departed 
from. 

Only  recently  it  became  necessary  to  de- 
cide whether  or  no  the  $50  standard  should 
be  departed  from.  The  Hygienic  officers 
counselled  with  their  licensees,  and  as  a 
result  the  standard  will  be  maintained;  it 
will  not  be  possible  to  purchase  a  cushion 
flame  bicycle  at  less  than  that  figure. 

"If  events  should  make  it  appear  wise  or 
necessary  that  tlie  lower  priced  bicycles  be 
reckoned  with,"  said  Vice-President  Chute 
in  informing  the  Bicycling  World  man  of 
the  decision,  "we  will  cross  the  bridge 
Avhen  we  come  to  it.  But  I  am  frank  to  say 
that  whatever  we  may  apply  to  such  bicy- 
cles will  not, be  the  cushion  frame.  Tlie 
cushion  frame  is  more  than  a  creator  of 
comfort  and  a  trade  stimulant.  It  has  been 
our  effort  to  have  it  stand  as  a  mark  of  qual- 
ity and  as  an  upliftor  of  the  trade." 

"Do  you  still  encounter  the  old  prejudice 
against  spring  frames?" 

"Oh,  yes!  We  meet  with  it  occasionally. 
In  fact,  the  hardest  thing  we  have  had  to 
overcome  has  been  the  inability  of  many 
people  to  grasp  the  difference  between  the 
spring  frame  and  the  cushion  frame.  They 
see,  or  think  they  see,  in  every  yielding 
device  a  loss  of  speed  and  power,  and  it  has 


required  time  to  dissipate  the  notion.  The 
difference  is  just  this:  Spring  frames  afford 
a  billowy  or  teetering  movement  that  is 
comparatively  slow  and  deliberate,  and  that 
consumes  energy,  while  the  cushion  frame 
acts  as  quickly  as  the  pneumatic  tire  itself. 
The  principle  is  the  same.  The  cushion 
frame,  like  the  tire,  yields  instantly  and  re- 
turns as  quickly.  There  is  no  teeter.  There 
can  be  no  loss  of  power.  AVe  tried  all  man- 
ner and  forms  of  spring  frame,  but  the 
cushion,  as  we  employ  it,  is  the  only  form 
in  which  we  could  obtain  the  pneumatic  tire 
effect. 

"Another  diflBculty  we  have  had  to  con- 
tend with,"  went  on  Mr.  Chute,  "is  the 
proneness  of  factory  superintendents  to  al- 
ter our  device.  It  has  caused  some  trouble 
and  disappointment  in  a  few  instances,  but 
happily  the  cushion  frame  as  we  supply  it 
is  now  generally  accepted  as  correct,  and 
there  no  longer  exists  any  inclination  to  at- 
tempt 'improving  on  it.'  " 

"Then  it  has  undergone  no  change  of  any 
sort?" 

"Absolutely  none  whatever.  We  have  been 
utterly  unable  to  find  a  single  point  capable 
of  further  improvement." 

"To  what  do  you  attribute  this  year's  300 
per  cent  increase?" 

"To  many  causes.  The  cushion  frame  is 
more  generally  understood  and  appreciated, 
and  the  public  has  ceased  to  crave  for  mere 
cheapness.  But  one  of  the  chief  contribut- 
ing causes  is  the  general  adoption  by  the 
manufacturers  of  a  cushion  frame  model  as 
a  distinct  model.  It  is  much  easier  to  sell 
a  bicycle  of  the  sort  than  to  offer  the  cush- 
ion frame  merely  as  an  'exti*a'  or  an  op- 
tion at  an  extra  price.  The  American  Bi- 
cycle Co.  has  recognized  the  fact,  and  for 
1902  will  market  a  cushion  frame  model  in 
each  of  its  high  grade  lines." 

"Why  is  it  that  some  manufacturers  and 
some  dealers  have  sold  so  very  many  more 
cushion  frames  than  their  competitors?" 

"It  is  largely  a  matter  of  faith  in  and  ap- 
preciation of  the  frame.  We  frankly  told 
every  one  with  whom  we  ever  dealt  that  if 
they  did  not  believe  fully  in  the  cushion 
frame,  and  did  not  mean  to  push  it,  we 
preferred  that  they  leave  it  out  of  their 
considerations.  We  are  not  anxious  that 
it  merely  be  mentioned  in  catalogues  or 
carried  in  stocks.  We  know  the  cushion 
frame  will  sell  well  when  the  effort  is  made 
energetically  and  in  good  faith,  and  we  pre- 
fer that  it  be  unrepresented  altogether 
rather  than  that  it  be  misrepresented  or 
shelved. 

"The  best  and  surest  way  to  sell  a  cushion 
frame  is  to  give  the  prospective  purchaser 
a  chance  to  ride  it;  it  is  better  than  hours 
of  argument.  I  have  known  men  who  act- 
ually scoffed  at  the  very  idea  to  be  converted 
by  one  ride.  John  G.  Swindeman,  the  well 
known  Toledo  dealer,  is  a  fair  example.  He 
called  the  cushion  frame  a  freak,  and  made 
all  manner  of  fun  of  it.  He  would  not 
have  one  of  them  in  his  store.  But  one  day 
a  friend  of  his  induced  him  to  ride  one,  and, 


mereli'  to  please  him,  he  did  so.  As  a  result, 
.there  is  not  to-day  a  more  enthusiastic  ad- 
vocate of  cushion  frames  in  all  America 
than  this  same  Swindeman." 

"How  do  you  account  for  the  fact  that  so 
many  dealers  make  no  effort  to  sell  a  cush- 
ion frame  or  other  $50  bicycle  when  the 
sale  will  net  them  a  larger  profit?" 

Mr.  Chute  smiled. 

"I'm  afraid  it  is  because  too  many  of  them 
are  not,  business  men,"  he  said.  "They 
rushed  into  the  business  when  every  one 
was  crying  for  bicycles.  There  were  no 
risks  attached  to  it,  and  it  required  no  abil- 
ity whatever  to  sell  them.  I  have  had  men 
excuse  their  failure  to  sell  cushion  frames 
on  the  ground  that  it  required  more  time 
and  talk  than  to  sell  the  cheaper  bicycles. 
But  my  first  question  to  such  dealers  is: 
'Why  don't  you  let  them  ride  a  cushion 
frame?'  It  is  the  trial  that  convinces,  and 
that  makes  the  sale.  The  man  that  ad- 
vances the  'too-much-talk'  plea  has  simply 
failed  to  learn  his  book." 


Germany  Making  Headway. 

Germany  is  gradually  obtaining  possession 
of  its  own  market  for  bicycles.  Its  imports 
are  declining  correspondingly.  For  August 
they  fell  to  282  cwts.,  against  508  in  1900, 
of  which  72  came  from  America.  The  total 
imports  for  eight  months  (January-August) 
have  been  reduced  from  6,578  cwts.  in  1900  to 
4,338  cwts.  in  1901. 

On  the  other  hand,  the  exports  for  August 
rose  from  2,206  to  2,914  cwts.  for  the  last 
two  years,  the  total  for  the  eight  months  in- 
creasing from  25,462  cwts.  in  1900  to  28,658 
cwts.  in  1901;  262  cwts.  of  the  latter  were 
inotocycles.  The  chief  takers  of  the  German 
goods  were  as  follows: 

1901.  1900. 

Cwts.  Cwts. 

Belgium   2,014  2,142 

Denmark    3,220  2,736 

France    1,462  984 

Great  Britain 2,760  2,100 

Holland    4,422  2,954 

Austria-Hungary 3,308  3,658 

Russia 2,526  2,316 

Sweden  2,662  2,832 

SAvitzerland  2,760  2,482 


Motocycles  as  Baggage. 

The  railroads  comprising  the  Western 
Passenger  Association  have  finally  revoked 
the  previous  ruling  and  decided  to  carry 
motor  bicycles  and  motor  tricycles  as  bag- 
gage. Formal  action  was  taken  by  amend- 
ing the  pi-ohibitive  clause  in  which  moto- 
cycles were  bracketed  with  automobiles,  as 
follows: 

Rule  I,  Section  D— "Motorcycles  or  motor- 
tricycles"  were,  on  motin,  stricken  there- 
from in  the  last  sentence,  making  this  sen- 
tence read:  "Automobiles  will  not  be  car- 
ried in  baggage  cars  on  regular  trains." 

It  is  probable  that,  the  "ice  having  been 
broken,"  the  other  railway  associations  will 
take  similar  action. 

Credit  for  the  good  work  is  due  wholly  to 
B.  R.  Thomas,  of  Buffalo,  who  has  for  many 
months  engaged  in  the  task. 


A 


THE  BICYCLING  WORLD 


\95 


RACYCLE'S  PROUD  RECORD 


How    Real   Aggressiveness   Brought    Ban= 
ner  Results  and  Promises  Even  Better. 


One  man  who  has  absolutely  no  fault  to 
find  with  the  bicycle  business  was  in  New 
Tork  last  week— Harry  Walburg,  manager  of 
the  Miami  Cycle  and  Mfg.  Co.,  Middletowu, 
Ohio. 

"Tliis  has  been  the  best  year  we've  had 
since  we  went  into  the  bicycle  business,"  he 
said  in  answer  to  the  stereotyped  inquiry. 
"And  the  outlook  for  1902?" 
"It  will  be  an  even  better  year  for  the 
Racycle  than  was  this  one,"  Mr.  Walburg 
responded,  in  the  suave,  soft  spoken  tone 
peculiar  to  him,  and  in  which  there  is  uo 
trace  of  brag  or  bombast.  "Our  California 
agent  alone  tells  us  he  will  want  4,000  or 
more  next  year;  he  sold  some  2,700  this  sea- 
son." 

While  Mr.  Walburg's  confirmation  is  inter- 
esting, the  news  that  he  confirmed  was  not 
exactly  news.  Among  "insiders,"  at  least, 
it  was  already  well  known  that  the  Miami 
people  had  "done  the  business  of  the  year," 
to  employ  a  common  expression.  While  the 
sales  of  practically  all  other  bicycles  had 
diminished,  the  Racycle  was  the  exception 
to  the  rule;  its  sales  increased,  and  increased 
substantially.  While  exact  figures  are  not 
possible,  it  is  trade  talk  that  something  like 
20,000  Racycles  were  made  and  marketed, 
and,  to  use  one  of  the  Miami  company's 
many  catch  phrases,  "there  are  no  cheap 
Racycles" — a  fact  to  be  borne  in  mind  in  di- 
gesting the  figures. 

While  the  gentle  voice  of  Walburg  gives  no 
indication  of  it,  it  is  to  the  aggressive  policy 
for  which  he  is  responsible  that  the  result 
and  prospect  are  due.  Luck  has  played  no 
part  in  it;  indeed,  the  Miami  company  came 
into  the  business  some  three  j'ears  ago,  when 
the  boom  had  about  petered  out,  and  when 
Luck  had  hidden  its  head,  and  there  was 
chance  only  for  Pluck  to  succeed.  With  the 
neessary  pluck  and  capital,  a  distinctive  bi- 
cycle and  a  head  for  business  strategy,  and 
one  which  held  also  a  keen  appreciation  of 
human  nature,  it  was  quickly  realized  that 
■  wlien  the  "other  fellows"  are  groggy  or 
dispirited  the  way  to  make  a  "killing"  is  to 
strike  hard,  often  and  quickly.  The  Racycle 
people  struck  out  in  just  that  fashion,  and 
each  year  there  has  been  more  steam  be- 
hind their  blows.  While  others  were  faint- 
hearted or  sparring  for  openings,  the  Racycle 
was  full  of  assurance  and  striking  sledge- 
hammer blows. 

While  others  were  counting  the  cost  of 
every  circular  or  postage  stamp,  the  Miami 
peo]ilo  were  spending  hundreds  of  dollars  in 
priiiUMs'  ink  and  postage,  and  supplying 
their  agents  with  a  plentitude  of  advertis- 
ing matter  that  was  striking,  attractive  and 
convincing.    It  was  of  the  sort  that  appealed 


to  the  average  man— the  straight  and  not  too 
dignified  sort  of  talk  that  carried  Jerome 
into  the  hearts  of  the  New  York  public  and 
did  more  than  all  else  to  defeat  Tammany 
Hall. 

Wlaile  others  were  reducing  their  staff  of 
travellers,  the  Miami  company  was  increas- 
ing theirs.  At  this  moment,  for  instance,  there 
are  twenty-seven  Racycle  representatives  on 
the  road,  and  ten  or  twelve  others  are  to 
follow. 

It  is  this  policy  that  has  won  the  hearts 
and  unwavering  loyalty  of  Racycle  agents, 
and  that  has  given  the  Racycle  itself  a  sale 
that  is  to  be  envied. 

On  the  occasion  of  his  visit  Mr.  Walburg 
said  nothmg  of  these  matters.  He  remarked 
that  twenty-seven  Racycle  travellers  are  on 
the  road,  as  if  it  were  a  mere  incidental. 
But  there  was  no  need  for  him  to  remark 
them.  They  are  known  to  all  who  have  eyes 
to  see  and  brains  to  appreciate. 

What  Mr.  Walburg  did  say  came  in  re- 
sponse to  a  chance  remark.    It  was  this: 

"Oh!  I've  a  deal  to  learn  yet.  We've  been 
in  the  bicycle  business  but  three  years,  you 
know." 

And  he  said  it  as  if  he  really  meant  it. 


OCTOBER'S  EXPORT  GAINS 


Substantial  Advances  in   Nearly  all   Parts 
— South  America  the  Weak  Spot- 


October  of  1900  was  such  a  miserable 
•  month  in  the  matter  of  exports  that  October 
of  1901  would  have  had  to  fall  low  indeed 
to  become  more  miserable.  ITortunately 
nothing  of  the  sort  occurred,  and  for  the 
third  time  this  year  statistics  show  an  in- 
crease, and  one  that  is  spread  quite  gen- 
erally over  the  world. 

England,  France  and  all  Europe,  not  ex- 
cepting Germany,  made  largely  increased 
purchases.  Australia  and  Africa,  and  again 
China,  appear  on  the  right  side  of  the  book. 
Cuba  also  increased,  but,  on  the  other  hand, 
the  Philippines  constitute  the  most  note- 
wortliy  backslider. 

It  Avas  only  in  Brazil,  Argentina  and  the 
South  American  countries  that  little  or  no 
progress  was  made,  and  there,  according  to 
some  reports,  tlie  Germans  are  getting  in 
their  fine  work  and  cutting  the  ground  from 
under  American  feet. 

The  record  in  detail  for  the  month  and  for 
tlie  ten  months  ending  with  October  follows: 


Exported  to— 


-October- 


1900. 
Values. 


1901. 
Values. 


Ten  months  ending  October- 

1899.     I      1900.     I     1901. 

Values.      Values.      Values. 


United    Kingdom 

France  .., 

Germany   

Other  Europe 

British  North  America 

Central  American  States  and  British 

Honduras 

Mexico 

Santo  Domingo 

Cuba 

Porto  Rico* 

Otlier  West  Indies  and  Bermuda 

Argentina   

Brazil 

Colonil)ia   

Otlier  South  America 

Cliinese  Empire 

British  East  Indies 

Hongkong  

Japan  

British  Australasia 

Hawaii* 

Philippine  Islands 

Otlier  Asia  and  Oceania 

Africa  

Otlier  countries 


$16,117 

1,816 

6,928 

14,232 

7,173 

4(;4 
733 


1,235 


3,191 
1,934 
1,402 
49 
2,457 
1.679 
2,130 
1,250 
7,G90 
8,305 


$28,4001 

3,615 

10,553 

31.881 

6,4^3 

671 
1,2:35 
lOl 
2,189 


4.613 

994 

345 

37 

2.585 

4,870 

1,658 

2 

7,446 

21,547 


11,783 
1.025 
7,195 


1.840 

3,056 

22,2611 


$636,739 

$409,221 

$441,231 

402,896 

176,207 

179,292 

754.551 

322,638 

186,486 

841,106 

599,814 

469,402 

518,020 

352,523 

282,490 

4,483 

2,064 

4,913 

37,601 

12,249 

19,015 

323 

232 

812 

77,543 

65,133 

11,777 

2,478 
.53,743 

1461 

38,866 

42,668 

258,598 

70,231 

5,974 

28.914 

16,794 

5,391 

7,638 

3,470 

(i82 

55,881 

35,424 

25,206 

19,883 

19.645 

51,163 

117,486 

50,697 

■  46,984 

8,234 

7,696 

3,255 

98,245 

220,769 

196,695 

196,448] 

177,773 

166,117 

40,233 

32,473 

1.281 

54,787 

28,200 

39,495 

22,291 

19,905 

141,304 

53,296 

83,386 

274 

417 

282 

Totals 


$98,788!    $156,271||$4,343,397|$2,746,171|$2,271,826 


*Xo  longer  included  in  statistics. 


Hicks  Alleges  Fraud. 

Suit  has  been  brought  by  Clinton  C.  Hicks, 
who  is  described  as  a  bicycle  manufacturer 
of  Rochester,  N.  Y.,  against  Frank  M.  Der- 
rick, to  recover  for  an  alleged  SAvTndle  of  the 
hitter  in  selling  him  for  $1,533  notes  of  a 
face  value  of  $1,762,  which  it  is  claimed 
turned  out  to  be  entirely  worthless. 


Forty  Per  Cent  From  Griggs. 

It  is  stated  that  the  creditors  of  Arthur 
Griggs,  the  New  Haven  (Conn.)  dealer  who 
failed  a  short  time  ago,  will  be  paid  about 
40  per  cent  of  their  claims. 


Nott  flakes  new  Offer. 

In  his  efforts  to  obtain  possession  of  the 
factory  of  the  defunct  Co-operative  Cycle 
and  Motor  Co.,  at  St.  Catharine,  Ontario, 
W.  G.  Nott  has  increased  his  first  offer.  This 
was  to  rent  the  factory  at  $33  33  a  month 
for  a  year,  with  an  option  to  buy  it  for 
$10,000  on  the  instalment  plan.  The  Finance 
Committee  of  the  City  Council,  which  holds 
the  property  on  a  mortgage,  refused  the  of- 
fer. Now  Nott  has  come  forward  with  an- 
other offer  of  $90  a  month,  but  the  com- 
mittee is  holding  out  for  $100  a  month. 


196 


THE  BICYCLING  WORLD 


ORIENT  BICYCLES 


Motor 

Cycles 

and 

Auto= 

mobiles 


nODELS  FOR  1902 
ARE  NOW  READY. 


WRITE  FOR  AGENCY. 


The  Orient  line  for  this  season  is  a  winner. 
Eight  elegant  models    ranging   from  $30  to  $50. 


Hand= 

some 

New 

Catalog 

is  now 

in  Press 


WALTHAfl  riANUFACTURINQ  COHPANY 

WALTHAM,     MASSACHUSETTS  


for  a  rider  to   go  up  a§:amst  a  weak,  leaky,  inferior  tire.    It's  an  even 
tougher  proposition  for  tlie  dealer  who  supplied  it. 

TRUE   SATISFACTION,  EITHER    IN    SELLING    OR    USING,    IS    GIVEN    ONLY    BY    THE   BEST. 


embody  everything  desired  in  a  tire.  There  are  none  better— few  as  good. 
They  give  true  satisfaction  alike  to  rider  and  dealer.  They  are  dependable 
tires  in  every  sense  of  the  word. 

And  yet  the  price  is  surprisingly  low,  quality  considered. 


I^ISK:   l^UBI^E^ie   OOJVIIF».A.IV^^,    Olaiooiioe    In^t^lls,    JVIfiss. 


BOSTON, 

604  Atlantic  Ave. 


SPRINGFIELD, 

40  Dwight  St., 


NEW  YORK, 

83  Chambers  St. 


PHILADELPHIA, 

916  Arch  St. 


SYRACUSE, 

423  So.  Clinton  St. 


BUFFALO, 

28  W.  Genesee  St. 


DETROIT, 

252  Jefferson  Ave. 


CHICAGO, 

54  State  St. 


SAN  FRANCISCO, 

114  Second  St. 


—r--'—rrtmMla 


ri«l 


THE  BICYCLING  WORLD 


197 


I 


founded' 
^nd/^^rOCYCLE  REVIEW*^^ 

In  which  is  Incorporated 
'  .ne  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  G©©DMaN  e©MPaNY, 

123^125  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


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Invariably  in  Advance. 

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but  r.ai  for  advertisements.  Checks.  Drafts  and  Money  Orders 
;  liouid  be  made  payable  to  The  Goodman  Company. 


Entered   as   second-class   matter  at   the   New  Yoik,  N.  Y., 
Post  Office,  September,  igoo. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

I^^  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

|l^=  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


Nkw  York,  December,  5,  igor. 


Out  of  Despond's  Slough. 

Slowly,  without  floui-ish  of  trnmpets  or 
fuss  of  any  kind,  the  British  cycle  trade  is 
emerging  from  tlie  disasters  tliat  have  af- 
flicted it  of  late. 

The  betterment  that  has  talten  place  has 
been  referred  to  in  these  columns  on  more 
than  one  occasion,  but  in  general  terms,  and 
without  the  particularity  that  the  matter 
really  deserves. 

As  the  boom— meaning  thereby  the  finan- 
cial boom  quite  as  much  as  the  riding  boom 
—rose  high  in  the  late  Queen's  domains,  so 
the  slump  that  followed  it  was  almost  ter- 
rifying in  its  extent.  Scarcely  a  firm  was 
exempt  from  its  paralyzing  effects,  and  fuin 
stared  in  the  face  even  those  concerns 
which  weathered  the  first  blasts  of  the 
storm. 

Matters  looked  worse  than  they  really 
were.  There  was  an  undeniable  falling  off 
in  riding,  and,  as  a  matter  of  course,  in 
sales.  But,  as  events  have  proved,  it  was 
only  a  temporary  disfavor  that  the  cycle  had 


met  with,  and  the  years  immediately  pre- 
ceding should  have  provided  the  sinews  of 
war  which  could  have  been  drawn  on  for 
sustenance  during  the  lean  years. 

This  was  about  the  last  thing  thought  of, 
however.  When  the  storm  did  burst  it 
found  the  trade  entirely  unprepared.  Cap- 
italizations already  high  enough  had  been 
"boosted"  to  figures  so  gigantic  as  to  be  ludi- 
crous. To  make  matters  worse,  factory  pro- 
cesses had  undergone  little  or  no  improve- 
ment, and  rule  0'  thumb  methods  or  slow 
and  expensive  hand  work  still  ruled  in  a 
large  majority  of  factories. 

In  the  years  that  followed  the  bursting  of 
the  boom,  say  from  1898  onward,  many  bit- 
ter lessons  were  learned,  and  there  were  dis- 
solutions and  reorganizations  and  retrench- 
ments all  along  the  line. 

In  the  fulness  of  time  the  tide  has 
changed,  and  where  there  was  formerly 
nothing  but  doubt  and  despair  hope  now 
reigns. 

The  present  year  has  been  an  extraordi- 
narily good  one,  judged  by  the  standard  of 
the  immediate  past.  In  fact,  comparison 
with  even  the  boom  years  is  not  altogether 
disgraceful 

All  through  the  last  season  the  same  story 
M^as  told  of  renewed  interest  in  riding.  Peo- 
ple of  all  classes  took  to  the  cycle  and 
wheeled  to  business  and  on  pleasure  bent; 
everywhere  the  highroads  and  the  byroads 
were  covered  with  the  gliding  wheels,  and 
contentment  was  observable  on  all  sides. 

The  result  is  reflected  in  the  company  re- 
ports which  form  such  a  peculiar  feature  of 
the  British  trade.  Almost  without  exception 
they  have  been  of  the  most  encouraging- 
character. 

Concerns  that  had  been  able  to  show 
slight  profits  during  the  trying  years  in- 
creased them;  others  that  had  reported  ad- 
verse balances,  each  one  being  worse  than 
its  predecessor,  were  seen  to  have  "turned 
the  corner,"  and  they  faced  their  stockhold- 
ers with  profits  in  place  of  deficiencies. 

Three  notable  examples  best  show  this 
tendency.  The  Humber,  the  Raleigh  and 
the  New  Rapid  companies  had  looked  ruin 
in  the  face.  The  second  named  concern  had 
been  through  the  bankruptcy  court,  and  the 
other  two  had  narrowly  escaped  following 
its  example. 

A  year  ago  in  the  one  case,  two  or  three 
years  in  the  others,  it  would  have  been  a 
rash  man  who  offered  ten  cents  on  the  dol- 
lar for  any  of  the  three  concerns. 


To-day  they  are  dividend  payers,  each  able 
to  show  a  substantial  profit  on  the  last  sea- 
son's trading,  and  with  futures  that  range 
all  tlie  way  from  encouraging  to  exception- 
ally bright. 

Tliese  instances  are  typical  of  the  trade. 
No  concern  of  reputation,  unless  its  re- 
sources are  utterly  dissipated,  has  aught  to 
fear  from  the  future.  Wise  management 
linked  to  progressiveness  is  sutBcient  to  in- 
sure its  continuing  on  a  dividend  paying 
basis. 

We  can  afford  to  rejoice  in  the  prosperity 
that  has  visited  our  transatlantic  neighbors, 
even  although  mingled  with  that  pleasant 
feeling  there  is  regret  that  in  this  country 
the  retiu'ning  pendulum  has  not  swimg  far 
enough  to  begin  to  lift  the  iron  hand  that 
has  been  pressing  down  our  own  trade  for 
so  long. 


Difficult  but  imperative. 

Few  things  are  more  difficult  than  to  cal- 
culate costs  correctly. 

If,  as  statistics  show,  95  per  cent  of  busi- 
ness houses  eventually  fail,  it  is  probably 
within  bounds  to  say  that  50  per  cent  of 
them  are  brought  to  this  unfortunate  ending 
by  the  failure  or  inability  to  learn  just  what 
it  is  costing  them  to  transact  their  business. 
Tlie  remark  is  true  of  all  classes  of  busi- 
ness men.  The  repairman,  no  less  than  the 
dealer  or  the  maker,  imagines  iie  has  a  com- 
fortable margin  of  profit  left  after  deducting 
his  running  expenses;  but  if  he  probed  the 
matter  to  the  bottom  he  would  find  that  the 
contrary  was  the  case,  .  and  that  this  ex- 
plained his  failure  to  get  ahead. 

The  most  difficult  item  is,  of  course,  that 
of  overhead  expenses.  That  is  the  stumbling 
block  of  many  otherwise  well  conducted  busi- 
nesses. What  appears  to  be  a  generous 
amount  to  charge  off  against  this  item 
often  turns  out  to  be  absurdly  inadequate. 
It  is  frequently  so  large  that  it  frightens  the 
calculator,  while  at  other  times,  with  every 
desire  to  get  at  the  ti'uth,  he  fails  to  take 
account  of  items  that  cannot  be  left  out 
without  vitiating  the  AA'hole  scheme  and  ren- 
dering the  calculation  worse  than  useless. 

Of  course,  no  man  or  firm  can  go  on  indefi- 
nitely neglecting  cost  calculation.  The  cycle 
trade  has  been  through  the  fire,  and  that 
portion  of  it  which  remains  has  compara- 
tively little  to  learn  regarding  the  manu- 
facture, sale  or  repair  of  cycles. 

But  with  the  motor  bicycle  coming  on 
apace  there  will  soon  arise  a  necessity  for 
the  application  of  the  same  processes  there 


198 


THE  BICYCLING  WORLD 


that  were  so  successful  in  the  case  of  the 
bicycle. 

Nothing  else  than  this  will  demonstrate 
how  the  handling  of  the  new  uiachiue  can 
bo  made  profitable. 


The  Trade  and  the  L.  A.  W. 

Of  the  forces  that  contributed  life,  enthu- 
siasm and  advertising  to  cycling,  and  thereby 
conti-ibuted  to  the  health  and  well  being  of 
the  cycle  trade,  the  League  of  American 
Wheelmen  was  a  mighty  one. 

The  clarification  of  time  makes  the  fact 
more  apparent  to-day  than  it  was  a  year  ago 
or  five  years  ago. 

When  tlie  League  waned  the  trade  waned, 
or  the  case  may  be  expressed  the  other  way: 
When  the  trade  waned,  the  League  waned. 
In  either  event,  the  result  was  tlie  same. 

In  the  upbuilding  of  the  L.  A.  W.  the  trade, 
or,  rather,  the  people  of  the  trade,  played 
leading  parts;  when  it  was  biiilded  the  organ- 
ization repaid  the  debt,  not  in  actual  dollars 
and  cents,  but  in  the  cycling  interest  and  en- 
thusiasm which  it  promoted,  fostered  and 
spread  wherever  there  Avere  roads  upon 
which  bicycles  might  be  ridden,  and  the  har- 
vest in  the  form  of  orders  Avas  garnered  by 
the  trade. 

We  all  know  the  way  that  trade  has  gone. 

But  what  of  the  League? 

Unsung  and  almost  unhonored  it  is  rarely 
heard  of;  it  seems  little  more  than  a  memory 
of  long  ago.  What  of  the  League?  Let  these 
extracts  from  a  personal  letter  from  one  who 
had  recent  occasion  to  institute  inquiry  an- 
swer: 

"The  good  old  League  is  in  grave  danger 
of  becoming  a  mere  sentiment.  On  Novem- 
ber 1  it  had  but  12,(X)0  members.  Prom  the 
appearance  of  things  it  will  be  fortunate  if 
it  has  6,000  next  IN'ovember.  The  loyal  old 
secretary  is  alone  in  liis  little  otfice,  without 
a  clerk,  AA'ithout  so  much  as  an  office  boy.  If 
he  is  not  heart  sore,  he  certainly  looks  it. 

"The  oSicial  organ  may  still  exist  for  all  I 
know.  I  have  not  seen  a  copy  for  months. 
I  never  hear  of  it.  I  have  forgotten  what  it 
looks  like.  Where  it  goes  or  what  it  is  doing 
for  the  L.  A.  W.  is  more  than  I  can  guess. 
Indeed,  if  anywhere  there  is  any  one  doing 
anything  or  making  to  do  anythiiiu'.  only  a 
detective  with  a  keen  scent  can  discover. 

"The  State  divisions  are  getting  most  of 
the  iittle  money  that  comes  to  the  mill. 
^^'hat  are  they  doing  with  it  or  for  it?  Some 
one  should  make  it  his  business  to  find  out. 
From  what  little  I  can  learn,  it  is  going  to  a 
few  salary  grabbers.     I  hear  that  in  one  of 


the  larger  divisions  the  salaries  actually  ex- 
ceed the  income. 

"Are  there  not  a  few  strong  men  in  the 
trade  who  have  left  enough  of  the  old  love 
for  the  League  to  help  it  out  of  the  ditch? 
Cannot  the  Bicycling  World  itself  aid  in  its 
rescue?  The  L.  A.  W.  did  so  much  and  stood 
for  so  much,  and  stands  for  so  much,  that  it 
is  pitiful  to  see  it  shrivelling  when  it  could 
be  made  a  factor  for  good  and  a  force  in  the 
regeneration  of  cycling  that  cannot  be  far 
removed." 

This  communication  speaks  for  itself.  It 
is  a  recital  of  facts  as  they  are  obtainable. 
Were  the  men  of  the  trade  to  actively  inter- 
est themselves  in  the  L.  A.  W.  we  believe  a 
livelier  interest  and,  perforce,  a  lievelier 
trade  would  result.  It  is  in  line  with  our 
contention  that  makers  and  dealers  made  a 
grievous  mistake  in  casting  loose  from  and 
becoming  totally  indifferent  to  clubs  and 
other  organizations  and  enterprises  that 
made  for  cycling  enthusiasm  and  the  adver- 
tising of  the  bicycle.  Whether  at  this  time 
any  one  in  the  trade  Avill  be  or  can  be  moved 
to  become  reinterested  in  the  League  is  an- 
other question.  As  for  the  Bicycling  World, 
it  is  ready  to  do  its  part;  its  columns  will  be 
reopened  to  the  L.  A.  W.,  and  some  attention 
devoted  to  its  affairs. 

The  fact  that  the  corresponding  organiza- 
tions in  England  and  in  France  are  able  to 
muster  some  75,000  or  80,000  members  shows 
that  there  is  more  than  one  screw  loose  in 
tlie  League  of  American  W'heelmen.  It  is 
our  opinion  that  the  entire  structure  requires 
remodelling  on  new  lines.  State  distinct-ions 
must  be  eliminated,  or  at  least  be  made  sub- 
servient to  the  national  interests.  Salary 
grabbers  must  be  forced  into  retirement  and 
the  money  placed  Avhere  it  will  do  the  most 
good.  Apportioned  as  it  now  is,  it  is  like  a 
knifefnl  of  btitter  spread  over  45  loaves. 
'J'here  is  not  enough  of  it  to  give  any  one 
anywhere  a  real  taste  or  to  accomplish  any- 
thing at  any  time. 

The  fact  is  so  apparent  that  Avhen  the  Na- 
tional Assembly  meets  in  February  it  should 
force  itself  on  the  assembljnuen.  It  may  re- 
([uire  that  many  or  most  of  them  be  shorn 
of  titles  or  perquisites,  or  both,  but  they 
sliould  play  the  part  of  men  and  for  the  best 
iiiterests  of  the  organization  they  should  cen- 
tralize the  power  and  knit  tlie  thin  and 
tln'cadbare  State  lines  into  a  league  that  will 
be  national  in  name,  in  fact  and  in  strength. 


cycle  up  in  cheesecloth  and  put  it  away  for 
the  winter.  That  was  the  proper  thing  to 
do  a  dozen  years  ago,  and  nearly  all  good 
cyclists  did  it.  Nowadays  it  is  stored  away 
in  any  old  place,  in  just  such  conditon  as 
the  last  ride  left  it.  When  spring  comes 
around  it  is  dug  out,  dusted  off  a  little  and 
pronounced  ready  for  another  season's  rid- 
ing. 

All  this  is  but  natural,  of  course.  One 
cannot  be  expected  to  treat  an  old  suit  of 
clothes  as  tenderly  as  if  it  were  still  new, 
and  the  bicycle  has  become  such  an  old 
tale  that  it  must  come  in  for  a  certain  meas- 
ure of  neglect. 

There  are  still  riders,  however,  who  give 
their  machines  a  portion  of  the  care  they 
used  to  lavish  on  them.  They  clean  the 
nickeled  parts  and  protect  them  against  rust 
by  covering  them  with  some  of  the  many 
special  preparations  intended  for  such  pur- 
poses, or  even  with  just  plain  oil.  Then  they 
cover  the  entire  machine  with  sheeting  or 
burlap  and  hang  it  up  in  some  little  fre- 
quented place.  The  suspension  part  of  the 
performance  is  for  the  purpose  of  taking  the 
weight  off  the  tires,  thereby  removing  a  too 
great  tendency  to  crack. 

These  operations  take  but  little  time,  and 
nan  be  performed  by  any  one.  The  machine 
is  certain  to  emerge  from  its  retirement  in 
the  spring  in  better  shape  than  it  would 
otherwise  be. 


One  of  the  bicycle  agents  who  stampeded 
to  the  automobole  trade  writes  an  ex-cycling 
journal  that  helped  along  the  stampede  that 
he  "prefers  a  paper  giving  about  four  lines 
on  motor  topics  to  one  line  about  bicycles." 
As  the  journal  in  question  publishes  about 
fifty  lines  of  one  to  one  line  about  the  other, 
the  agent's  letter  is  printed  presumably  to 
convince  the  cycle  trade  that  the  medium 
that  has  contributed  to  such  a  happy  result 
(from  the  automobile  standpoint)  is  entitled 
to  the  cycle  trade's  support. 


For  the  Winter  Season. 

It  is  no  longer  the  fashion  to  wrap  one's 


Our  Melbourne  letter  makes  plain  that 
Australian  eyes  are  opening  wide  to  the 
doubtful  beauties  of  "tariff"  protection"  with 
which  American  eyes  have  been  so  unpleas- 
antly familiar  during  these  many  years. 
But,  as  Australia  has  few,  if  any,  "infant 
industries"  to  protect,  the  term  "protection" 
is  even  more  farcical  there  than  it  is  here, 
where  our  "infants"  wear  beards  and  use 
alleged  statesmen  as  their  playthings  and 
speaking  dolls. 


THE  BICYCLING  WORLD 


199 


WERNER'S  1902  MODEL 


French  Pioneer  Departs  From  old  Ideas  and 
Develops  Some  Striking  Originalities. 


The  Werner  motor  bicycle,  tlie  French  cre- 
ation which  was  the  first  to  be  placed  on  the 
market  in  commercial  quantities,  has  been 
radically  altered,  as  the  accompanying  illus- 
tration attests. 

Instead  of  the  engine  being  placed  in  front 
of  the  steering  head  and  driving  the  front 
wheel,  it  is  now  vertically  set  in  front  of  the 
bracket,  and  drives  the  back  wheel  by  means 
of  a  belt.  In  outline  the  frame  is  very  similar 
to  the  frame  fitted  on  a  pedal-propelled  safe- 
ty, but  the  pedal  crank  bracket  is  some  three 
inches  beliind  the  diagonal,  and  the  diagonal 
itself  is  devoted  rather  to  the  efiicient  staying 


of  the  motor  than  to  the  holding  up  of  the 
bracket  alone.  Where  the  bracket  would 
usually  be  there  are  a  couple  of  eyes,  to  which 
the  motor  is  bolted,  and  it  is  then  secured 
to  the  front  frame  by  a  tube,  which  runs 
from  the  bottom  of  the  steering  socket,  and 
is  then  forked,  so  that  the  motor,  which  is 
thus  a  part  of  the  frame,  is  securely  bolted  to 
the  frame  itself  at  its  four  corners. 

The  engine  is  exactly  half  way  between 
the  two  wheels,  and  the  whole  of  thfe  crank 
case  is  below  a  horizontal  line  drawn  through 
wheel  axles,  so  that  the  engine  is  close  to 
the  ground  and  the  centre  of  gravity  kept 
very  low.  The  pulley  on  the  cycle  wheel  is 
not  bolted  to  the  spokes,  but  to  the  rim. 
Owing  to  the  motor  being  placed  well  for- 
ward of  the  bracket,  there  is  sufficient  I'oom 
for  a  good  long  driving  belt  to  be  used  with- 
out any  necessity  for  an  idler.  The  tank, 
accumulators,  etc.,  are  carried  in  a  large 
case,  filling  up  all  available  space  in  the 
front  bay  above  the  engine,  while  the  coil  is 
clamped  behind  the  diagonal,  and  owiug  to 
tlie  elongation  of  the  wheel  base  backward 
there  is  plenty  of  room  for  it  without  it  foul- 
ing the  rear  mudguard.  A  new  pattern  of 
atomizer  is  fitted  in  place  of  the  surface  car- 
buretter. The  fuel  tank  holds  sufficient  for  a 
hundred  mile  run,  and  there  is  plenty  of 
room  to  fit  an  additional  reservoir  at  the 
back  if  necessary. 


A  Fool  and  His  Honey. 

Bv  W.  K.  THOMAS. 
(Advertising   Manager   Miami    Cycle  and  Mfg.,  Co.) 

Pap  went  down  tub  th'  postoffice 
At  the  crossroad  grossry  store. 
An'  brung  hum  a  tew  pound  catelog 
Frum  a  cheap  mail  order  store. 

It  wuz  jist  chuck  full  o'  picters, 

I^ver'thing  under  the  sun, 
That  they  don't  mal^e,  nur  keep  in  stock, 

Though  they  sells  'em  cheap,  by  gum! 

Pap  ordered  a  pair  lit  bosses, 

Mam  got  a  sewin'  machine, 
Sal  bought  her  a  parler  organ. 

An'  Bob  a  talkin'  machine. 

But  yur  Willie  he  wuz  foxy, 

To  put  dealurs  in  a  pickle. 
He  just  sen's  up  and  orders  him 

A  high  grade  Snide  bicickle. 

Pap  put  a  mortgage  on  the  farm. 

An'  rais'd  suflBcient  money 
To  pay  fur  them  air  C.  O.  D.'s, 

They  turned  out  gol  durn'd  funny. 

That  parlor  organ's  sprung  a  leak, 

Pap's  bosses  both  had  spavin, 
The  phunnygraph  has  got  sore  throat. 

Mam's  sewer  ain't  worth  bavin'. 

But,  say!  of  all  the  durndest  things 

Uf  painted  tin  or  nickel 
Is  that  air  lot  of  worthless  junk 

I  bought  fur  a  bicickle. 

Fust  time  I  rid  her  down  the  pike 

She  went  just  like  a  rocket. 
But  when  I  got  tew  miles  from  hum 

I  biisted  the  hind  sprocket. 

I  writ  'em  fer  another  one, 

And  they  sent  back  a  letter 
A  sayin'  they  wuz  out,  jist  then; 

If  I  could  wait,  I'd  better. 

I  waited  fer  three  months  or  more. 
Then  pap's  lawyer  up  an'  writ; 

That  fetched  'em,  an'  they  sent  one  down. 
But  the  blamed  thing  wouldn't  fit. 

At  last  I  bought  a  new  hind  wheel. 

But  it  warn't  a  bit  of  use, 
i^or  every  time  I  took  her  out 

Something  just  would  break  loose. 

I  spent  ten  dollars  fer  repairs. 
But  now  I've  got  to  chuck  her. 

That  guarantee  thoy  advertise 
Is  bait  which  lands  a  sucker. 


PIERCE'S  SPRING  FORKS 


Buffalo  Makers  Bring  out  Something  Rad° 
ically  Different  From  all  Other  Types. 


Cyclists  Sue  for  Damages. 

Two  suits,  one  by  Albert  G.  Anthony  for 
$15,000,  and  the  other  by  James  V.  Kelley 
for  $10,000,  have  been  entered  against  the 
city  of  Syracuse,  N.  Y.,  for  damages  due  to 
falls  from  bicycles,  caused  by  defective 
street  pavements.  Anthony  alleges  that  in- 
juries incurred  to  head,  body  and  limbs 
necessitated  the  performance  of  two  opera- 
tions, with  another  one  probable.  Kelley's 
hurts  were  of  the  left  leg. 


It  is  a  long  time  since  the  American  trade 
has  seen  anything  in  the  shape  of  a  spring 
front  forlc,  and  the  one  brought  out  for  the 
1902  season  by  the  Geo.  N.  Pierce  Co.,  Buf- 
falo, N.  Y.,  possesses  undoubted  novelty. 

Into  each  side  of  a  two  plate  fork  crown, 
the  plates  having  very  square  corners,  are 
fitted  and  brazed  two  pieces  of  flat  steel 
about  %  inch  wide  and  %  inch  thick.  The 
lower  one  extends  from  the  top  of  the  crown 
to  the  front  wheel  axle,  being  curved  for- 
ward   sharply    about   three-quarters    of   the 


way  down,  while  just  below  this  point  it  is 
twisted  around  so  that  the  edge  of  the  steel 
forms  the  fork  end,  being  drilled  for  the  axle 
in  tlie  iisual  manner.  The  second  or  upper 
piece  of  steel  joins  the  first  one  at  the  curve, 
and  rests  on  it  in  the  same  manner  that  one 
leaf  of  a  carriage  spring  is  laid  on  another. 
Between  the  two  is  inserted  a  small  piece  of 
felt,  the  object  being  to  stop  all  rattle. 

Laterally  the  fork  is  extremely  rigid,  while 
fore  and  aft  tliere  is  considerable  spring,  the 
latter  being  obtained  apparently  without  in- 
terfering with  the  steering  in  any  degree. 


Sundry  Worth  Pushing. 

With  the  increased  and  increasing  interest 
in  cushion  frames,  sphing  frames,  spring 
forks  and  the  other  contrivances  that  con- 
tribute to  cycling  comfort,  the  spring  seat 
post  is,  in  the  very  nature  of  things,  due 
for  a  substantial  advance.  Its  price  will  ap- 
peal to  many  who  cannot  afford  or  who  do 
not  desire  the  other  devices;  in  fact,  there 
are  fewmore  deserving  of  the  agents'  atten- 
tion or  which  promise  greater  sales.  The 
conditions  make  it  pertinent  to  add  that  the 
Smith  spring  seat  post,  made  by  Joseph  N. 
Smith  &  Co.,  of  Detroit,  is  certain  to  obtain 
its  full  measure.  As  one  of  the  first,  if  not 
the  first,  on  the  market,  it  has  a  record  of 
service  that  is  not  to  be  denied. 


iddf^ 


200 


THE  BICYCLING  WORLD 


STOPPING  AND  SKIDDING 


Easy  to  do  Either  With  the  Coaster-brake 
— A  Prediction. 


"One's  appreciation  of  an  admittedly  good 
thing  is  increased  by  deprivation— no  matter 
how  short — of  it,  don't  you  think"?"  aslced  the 
oldtimer,  wlio  is  of  a  speculative  turn  of 
mind. 

The  Bicycling  World  man  agreed  with  him 
and  waited  for  the  yarn  he  felt  sure  was 
coming. 

"It's  the  coaster  brake  this  time,"  the  first 
speaker  continued.  "I  can  never  quite  get 
used  to  its  excellences  or  cease  to  con- 
gratulate myself  on  being  one  of  those  riders 
with  sease  enough  to  appreciate  it.  It  has 
always  been  a  source  of  pride  to  me  that  I 
recognized  its  merits  when  it  tirst  came  out 
in  its  present  form,  and  have  ever  since  used 
it  consistently. 

"Tempted  by  the  exceptionally  fine 
weather  last  Sunday,  I  got  my  wheel  out 
of  its  winter  (luarters  and  started  for  a  little 
ride — the  first  I  had  had  since  the  cold 
weather  set  in. 

"It  took  an  effort  to  dig  it  out.  but  I  am 
confident  that  if  other  old  riders  had  done 
the  same  thing  they  would  have  been  amply 
repaid  for  their  trouble.  Such  a  glorious 
daj^  it  was!  And  with  roads  that  were  at 
their  best— hard  and  smooth,  free  from  dust, 
and  with  just  a  hint  of  moisture  here  and 
tliere  where  the  frost  was  coming  out  of 
the  ground  under  the  influence  of  the  genial 
Sim. 

"Well,  I  dawdled  along,  taking  the  rises 
at  a  good,  steady  pace,  and  shooting  down 
the  grades,  feet  motionless  and  wheels  fly- 
ing. It  was  not  easy  to  say  which  was  the 
more  enjoyal)le,  the  coasting  or  the  pedal- 
ling; I  indulged  in  hotli  witli  almost  equal 
pleasure. 

"On  tlie  way  homo  I  toolc  to  the  sidewalk 
for  a  short  distance,  and  was  bowling  along 
carelessly  at  a  good  pace  when  I  saw  a 
break  in  tlie  walk.  Instinctively  I  pulled 
sharp  to  tlie  left  to  avoid  it,  and  almost 
l)anged  into  a  tree  that  I  had  not  noticed 
and  wliich  was  standing  almost  directly  in 
my  path.  Just  how  it  happened  I  don't 
Jcnow,  but  I  back-pedalled  sharply  and  al- 
most at  the  same  moment  threw  myself 
from  the  machine.  The  effect  was  some- 
what startling,  for  the  back-pedalling  ap- 
plied the  brake  so  sharply  that  it  skidded 
tlie  rear  wheel  and  brought  the  machine  to 
an  abrupt  stop;  and  I  need  not  have  jumped 
at  all. 

"It  pleased  me  mightily  to  know  that  in 
an  emergency  of  this  sort  my  first  thought 
was  to  apply  the  brake  by  back-pedalling. 
It  had  bothered  me  whfen  I  first  changed 
over  from  the  fixed  gear,  and  I  found  that 
it  required  a  moment's  thought  before  I 
could  tell  just  what  was  the  proper  thing 
to  do  when  I  wanted  to  stop  suddenly.  But 
here  I  was  back-pedalling  by  instinct,  just 


as  we  all  learned  to  do  on  the  fixed  gear. 

"The  skidding  of  the  rear  wheel  also  gave 
me  food  for  thought.  During  the  balance 
of  the  ride  I  tried  it  two  or  three  times,  and 
always  with  the  same  result.  By  throwing 
my  weight  on  the  rising  pedal  I  could  lock 
the  rear  wheel  without  the  slightest  trouble; 
and  of  course  the  machine  stopped  instantly. 
It  was  very  much  more  effective  than  back 
pedalling,  and  it  did  not  take  one-quarter 
the  exertion. 

"When  you  come  to  think  it  over,  it  is  dif- 
ficult to  say  which  should  be  awarded  the 
palm— the  coasting  or  the  braking  feature 
of  the  device. 

"But  one  thing  is  certain:  The  coaster 
brake  is  a  long  step  forward,  and  one  that 
is  not  appreciated  at  anywhere  near  its  real 
value.  Some  day  the  cycling  world  will  real- 
ize what  a  blessing  the  device  really  is,  and 
then  it  will  be  lauded  to  the  skies,  hailed 
as  a  new  pneumatic  tire.  You  stick  a  pin 
in  this  prediction,  and  some  day  I'll  remind 
you  that  I  made  it." 


RESOLUTIONS  FOR  RETAILERS 


Suggested  by  one  of  Them--* » Do  it  Now  " 
the  Keynote  of  all. 


The  Bicycle's  Soliloquy. 

"I  was  the  rage.  Men  forsook  sweethearts 
and  wives  to  follow  me.  Women  neglected 
children  and  homes  to  swell  the  ranks.  My 
name  was  on  all  lips.  My  praises  were 
sung  wherever  the  race  congregated.  The 
English  language  was  shaken  to  its  founda- 
tion and  readjusted  to  do  me  honor.  I  grew 
in  self-conceit. 

"  'Verily,'  I  said,  'I  am  the  whole  thing. 
Society  lives  but  In  my  smile.  I  am  arbiter 
of  the  social  destiny  of  maidens.  Through 
me  only  can  the  summer  man  star  trium- 
phantly. I  have  subdued  the  chaperon,  and 
toppled  her  from  her  throne.  I  have  im- 
proved the  country  roads.  I  have  given  a 
black  eye  to  the  oft-sung  horse,  who  is  a 
slow  and  awkward  beast  at  best,  and  unde- 
serving of  his  reputation.  Childi'en  cry  for 
me.  Old  age  cannot  endure  without  me.  I 
am  Alpha  arid  Omega.  In  fact,  to  quote 
the  gentleman  whom  I  occasionally  see  upon 
the  billljoards,  "The  world  is  mine."  ' 

"But  at  length  there  caine  a  day  when 
society  began  to  withhold  its  smiles,  and 
then  did  I  appear  likely  to  suffer  from  chilly 
isolation,  but  I  turned  to  a  few  friends  of 
betler  daj's  who  had  watched  my  flight  more 
in  sorrow  than  in  anger.  And  all  was  well. 
So  to-day  I  rank  as  a  sober,  steady  thing, 
with  but  'an  occasional  lapse  from  grace';  I 
am  the  friend  of  the  family,  have  comfort- 
able quarters  in  city  homes,  and  am  an  in- 
dispensable adjunct  of  country  life.  I  am  no 
longer  the  fad,  do  not  dominate  society,  but 
lead  a  useful  and  comfortable  existence  in 
the  odor  of  i-espectability. "—(Adapted  from 
the  Idler. 

"The  First  Light"  is  the  subject  illustrated 
by  the  Hine-Watts  Mfg.  Co.'s  1902  calendar, 
M'hich  is  now  ready  for  distribution.  It 
pictures  an  awe  inspiring  scene  of  the  Stone 
Age,  the  livid  flame  apparently  belching 
from  the  bowels  of  the  earth  and  casting 
its  glow  over  the  watching  natives.  The 
Columbin  gas  lamp  is.  of  course,  illustrated 
as  an  incidental. 


What  short  phrase  can  be  of  more  impor- 
tance in  the  saving  of  money  and  trouble 
in  the  career  of  the  ordinary  business  man 
than  the  one,  "Do  It  Now"?  Is  there  any 
merchant  who,  as  he  reads  the  phrase,  can- 
not recall  to  his  memory  numerous  incidents 
that  occurred  where  money  could  have  been 
saved  if  he  had  taken  the  prompt  action  im- 
plied in  our  subject?  It  is  doubtful,  says  one 
who  has  "been  there."    Therefore: 

If  your  stock  of  a  certain  article  is  run- 
ning low  and  you  think  it  time  to  order 
more,  don't  wait  until  the  last  package  has 
been  sold  and  another  customer  in  the  store 
for  the  same  article  who  must  be  dismissed 
with  the  phrase,  "Just  out."  Don't  delay 
until  such  time;  I  say,  but  send  your  order 
and  "Do  It  Now." 

Some  line  of  goods  you  purchased  may  not 
meet  with  the  approval  of  your  customers, 
and  therefore  it  remains  upon  your  shelves. 
You  think  it  time  it  should  be  placed  upon 
the  bargain  table  to  be  turned  into  ready 
cash.  Don't  put  off  this  necessary  action  un- 
til the  goods  become  unsalable— turn  your 
thoughts  into  actions  and  "Do  It  Now." 

If  your  window  display  has  been  greeting 
the  eye  of  the  public  for  the  past  three 
months  or  more,  and  you  think  a  change 
would  do  it  good,  don't  delay;  follow  up  your 
thoughts  and  "Do  It  Now." 

When  a  customer  in  haste  gives  you  an 
order  at  the  door,  don't  trust  to  your  mem- 
ory to  remind  you  of  that  order  at  your 
leisure,  but  make  a 'memo  of  it,  and  "Do  It 
Now." 

If  a  shipment  of  goods  arrives,  don't  leave 
the  elieclving  of  it  until  to-morrow,  but  "Do 
It  Now." 

If  you  advertise  in  the  daily  newspaper,  to 
obtain  best  results  change  your  advertise- 
ment every  day.  Don't  let  the  same  copy  ap- 
pear from  day  to  day  until  several  weeks  are 
past.  Consider  the  possibilities  of  extra!|  busi- 
ness from  changing  an  advertisement,  and 
"Do  It  Now." 

If  a  draft  from  your  wholesaler  is  pre- 
sented, don't  tliink  it  nerve  on  his  part  ask- 
ing for  your  acceptance;  but  if  you  can  pos- 
sibly fulfil  the  requirements  of  the  draft  ac- 
cept it,  and  "Do  It  Nqw." 

If  a  note  soon  falls  due  for  which  you 
haven't  sufficient  funds  on  hand  at  present 
to  meet  its  requirements,  don't  delay  making- 
preparations  to  fulfil  yoiu'  obligations.  Make 
a  start  to  collect  some  of  the  outstanding 
accounts,  and  "Do  It  Now." 

If  your  delivery  system  fails  to  get  cus- 
tomers' goods  to  tlieir  homes  at  the  promised 
time,  which  causes  customers  to  complain, 
don't  v^ait  until  your  complaining  customers 
are  dealing  at  the  place  across  the  way  be- 
fore making  the  necessary  change,  but  "Do 
It  Now." 

Don't  let  unscrupulous  travellers,  by  hold- 
ing out  tempting  offers,  persuade  you  to  over- 
load yourself  with  slow  selling  merchandise. 
The  chief  evil  arising  from  overstocking, 
financial  embarassment,  may  perchance  over- 
take you.  Make  up  your  mind  once  and  for 
all  that  you  will  only  buy  in  quantities  to 
suit  your  tr.ade,  and  "Do  It  Now." 


THE  BICYCLING  WORLD 


201 


m«« 


HATIOHAL 
BICYCLES 


^asimmm 


^m 


m 
m 


OR  1902  are  a  proposition 
which  no  dealer  who  wants 
a  first-class  bicycle  can  afford 
to  overlook.    Our  travelers 


are  in  the  field  with  the  best  line 
of  bicycles  we  have  ever  put  out.  They  will  be  profitable  to  the  dealer  and  more  than 
satisfactory  to  the  rider.  If  you  want  that  kind  of  a  bicycle  as  your  leader,  please  write  us 
to-day.        We  don't  make  the  **  cheap  kind.'* 


a 


Good  Bicycles  Only 


IS  OUR  MOTTO. 


tt 


>Iational 
(^cLE/\Fa  (g. 


BAY  CITY 


MICH.   3 


BUT  TWO  CLASSES  OF  BICYCLES  REMAIN- 

Those  equipped  with  Persons  Saddles  and  those  with  alleged  '' just-as-goods." 


The  bicycles,  like  the  saddles,  speak  for  themselves.  The  Persons  saddle  has  always  distinguished 
the  high-grade  bicycle.  In  the  year  1902  the  fact  will  be  made  more  apparent  than  ever.  They  all 
want  Persons  saddles,  and  those  who  value  their  reputations  are  getting  them  in  increasing  numbers. 

WHEN    A    BICYCLE    MANUFACTURER    TELLS    YOU 

that  his  bicycle  is  equipped  "with  the  best  that  money  can  buy,"  just  "  try  him  on  "  with  a  Persons  and 
get  your  money's  worth.  The  leather  top  of  the  Persons  alone  costs  us  more  than  the  entire  saddle  of 
the  "just  as  goods." 

PERSONS  MFG.  CO.,  chas.  a.  persons,  Pres't,  WORCESTER,  MASS. 


BP'i^  J  "^-" -SlK  '."^S  rn 


202 


THE  BICYCLING  WORLD 


1902    ANN©; 

AMERICAN    Bid 

We  are    ready  to  quote    prices  and  complete   arrangeme 

STANDARD  AQE^ 

COLUMBIA  CLEVELAND  CRESCENT ' 

TRIBUNE  WESTFIELD  IDEAL  H 


SPECIAL  LINES  OF  BICYCLES 
FOR    THE     JOBBING    TRADE. 


Travelers    are    now  out    with  samples    and    a    proposition 
to  dealers  that  is  exceedingly  interesting. 

For  prices,   catalogues,  exclusive  sale  or  other  information 
address  : 

American  Bicycle  Company 

EASTERN  SALES  DEPARTMENT 

152=154  Franklin  St.,  NEW  YORK 

Controlling — Maine,  New  Hampshire,  Vermont,  Massachusetts,  Rhode  Island,  Connect= 
icut.  New  Jersey,  Delaware,  Maryland,  District  of  Columbia,  Virginia,  North  Carolina,  South 
Carolina,  Georgia,  Florida,  Pennsylvania,  east  of  but  not  including  Potter,  Cameron,  CIear= 
field,  Cambria,  and  Somerset  Counties ;  and  New  York  east  of,  but  not  including,  Monroe, 
Ontario,  Yates  and  Stueben  Counties. 


I N     connectio 

bicycles  we 

large   and   com 

Sum 

sudh 

Bells,     I 
Pump4 
Rims,  i, 
etc.; 


THE  BICYCUNG  WORLD                                                    203 

PNeEMENT 1 

CLE   COMPANY 


s  for  the  exclusive  sale  and  territory  of  the  following 


CY  BICYCLES. 


RAMBLER  MONARCH  IMPERIAL 

VRTFORD  VEDETTE  FAY  (juveniles) 


with  our 
dall  carry  a 
ete  stock   of 


nes 

.amps, 
Tires, 
)pokes, 
etc. 


Everything    that  is  new  and  desirable  in  bicycle  construc- 
tion is  embodied  in  our    1902   models. 


American  Bicycle  Company 

WESTERN  SALES  DEPARTMENT 

497=501  Wells  St..  CHICAGO 

Controlling— Pennsylvania  west  of,  and  including  Potter,  Cameron,  Clearfield,  Cam= 
bria  and  Somerset  Counties  ;  New  York  west  of,  and  including  Monroe,  Ontario,  Yates  and 
Steuben  Counties;  West  Virginia,  Kentucky,  Tennessee,  Alabama,  Mississippi,  Ohio,  Indiana, 
Illinois,  Michigan,  Wisconsin,  Minnesota,  Iowa,  Missouri,  Arkansas,  Louisiana,  North  Dakota, 
South  Dakota,  Nebraska,  Kansas,  Oklahoma  Territory,  Indian  Territory,  Texas,  Montana, 
Wyoming,  Colorado,  New  Mexico,  Idaho,  Utah. 


American  Bicycle  Company 

PACIFIC  COAST  BRANCH 

451  Mission  St.,  SAN  FRANCISCO 

Controlling — Washington,  Oregon,  California,  Nevada  and  Arizona. 


202 


THE  BICYCLING  WORLD 


H 


COLU. 
TRIBUN 

s 

F 

I 

Travelei 
to  dealers  th 

For  pri 
address  : 


^^ 


I 


202 


THE  BICYCLING  WORLD 


THE  BICYCUNG  WORLD 


203 


1902 


M 


AMERICAN    BICYCLE    COMPANY 


owing- : 


We  are    read}»  to  quote    prices  and  complete   arrangements  for  the  exclusive  sale  and  territory  of  the  foil 

STANDARD  AGENCY  BICYCLES. 

COLUMBIA  CLEVELAND  CRESCENT '         RAMBLER  MONARCH  IMPERIAL 

TRIBUNE  WESTFIELD  IDEAL  HARTFORD  VEDETTE  FAY  (juveniles) 


SPECIAL  LINES  OF  BICYCLES 
FOR    THE     JOBBING    TRADE. 


Travelers    are    now  out    with  samples   and    a   proposition 
to  dealers  that  is  exceedingly  interesting. 

For  prices,  catalogues,  exclusive  sale  or  other  information 
address  : 

American  Bicycle  Company 

EASTERN  SALES  DEPARTMENT 

152=154  Franklin  St.,  NEW  YORK 

Controlling-Maine,  New  Hampshire,  Vermont,    Massachusetts    Rhode  I<=l»nH     r 
icut.  New  Jersey,  Delaware,  Maryland,  District  of  Columbia.  Virg  n  a    North  ct-        T 
Carolina,  Georgia,   Florida,  Pennsylvania,  east  of  but  not   includ.r^rPoUer     C  '  rT^^ 

field,  Cambria,  and  Somerset  Counties;  and  New  York    east   of     h  ♦        !  •  '^^'""'■»"'    ^^^'''^ 
Ontario,  Yates  and  Stueben  Counties.  ""^^   including,  Monroe. 


IN  connection  with  our 
*  bicycles  we  shall  carry  a 
large  and  complete  stock  of 

Sundries 

* 

sud'h  as 

Bells,   }  Lamps, 

Pump^»  Tires, 

Rims,    Spokes, 

etc.,    etc. 


Everything    that  is  new  and  desirable  in   bicycle  construc- 
tion  is   embodied  in  our    1902   models. 


American  Bicycle  Company 

WESTERN  SALES  DEPARTMENT 

497-501  Wells  St..  CHICAGO 

Controlling — Pennsylvania  west  of,  and  including  Potter,  Cameron,  Clearfield,  Cam- 
bria and  Somerset  Counties  ;  New  York  west  of,  and  including  Monroe,  Ontario,  Yates  and 
Steuben  Counties;  West  Virginia,  Kentucky,  Tennessee,  Alabama.  Mississippi,  Ohio,  Indiana. 
Illinois,  Michigan,  Wisconsin.  Minnesota,  Iowa,  Missouri.  Arkansas.  Louisiana.  North  Dakota, 
South  Dakota.  Nebraska.  Kansas,  Oklahoma  Territory.  Indian  Territory,  Texas.  Montana, 
Wyoming,  Colorado,  New  Mexico,  Idaho,  Utah 


American  Bicycle  Company 

PACIFIC  COAST  BRANCH 

451  Mission  St.,  SAN  FRANCISCO 

Controlling— Washington,  Oregon,  California.  Nevada  and  Arizona. 


204 


THE  BICYCLING  WORLD 


^*^*^X^^^*i^!i^!(^S:i^!<^^ 


4 

4 


4 
4 

je, 

4 


4 


ANNOUNCEMENT. 


Wolff =American .'  Regal 

Bicycles  for  the  season  of    1902  are  now  ready.    These  well-known  lines 
of  wheels  are  replete  with  new  and  meritorious  features. 

Our  salesmen  are  on  the  road  showing  new  models   and  offering  a 
proposition  that  is  right. 

It  will  afford  us  pleasure  to  hear  from  dealers  who  are  interested. 

STEARNS  BICYCLE  AGENCY,  General  wstrib-tors.  Syracuse,  N.Y. 


■    ■    ■ 


.ROYAI 


IT  LEADS  THEM  ALL;   IT  COULDN'T  HELP   IT   IF   IT  WOULD  ! 


THERE    WILL    BE    BUT 


ONE  MEMBER  OF  THE  ROYAL  FAMILY 

IN    EACH    TOWN 

and  he  will  do  less  talking  to  sell  motor  bicycles  than  any  other  half-dozen  merchants  in  his  community. 


tS    THIS   HINT  ENOUGH  FOR    YOU  ? 


ROYAL   MOTOR    WORKS, 


Chicopee  Falls,  Mass. 


THE  BICYCLING  WORLD 


205 


FILIPINO  INGENUITY 


Yankeeficatlon  of  Islands  Stirs  Native  Brain 
—Homemade  Bicycles  Result. 


Of  tlie  wonders  worked  by  American  occu- 
pation of  the  Philippines,  nothing  is  of  more 
promise  than  its  stimulation  of  native  inge- 
nuity and  energy. 

When  Manila  was  first  possessed,  men  on 
the  spot  wrote  home  that  bicycles  were  about 
the  last  things  that  would  appeal  to  the  Fili- 
pinos: not  only  were  the  roads  too  vile  and 
the  climate  too  hot,  but  the  natives,  these 
correspondents  asserted,  were  too  indolent, 
ignorant  and  generally  benighted  to  become 
interested  in  anything  suggesting  physical 
effort.  That  the  prophets  were  wrong  the 
shipment  to  the  islands  of  nearly  $100,000 
worth  of  American  bicycles  is  sufficient  evi- 
dence, and  that  even  the  poor  would  have 
such  bicycles,  did  their  means  permit,  the 
accompanying  illustrations  indicate.  A  Phil- 
ippine correspondent  of  an  exchange  vouches 
for  the  statement  that  they  are  faithful  re- 
productions of  handmade  bicycles  that  he 
himself  has  seen  in  actual  use.  That  they 
would  do  credit  even  to  the  famed  ingenuity 
of  the  Yankee  boy  is  not  to  be  denied.  Many 
tools  and  other  articles  have  been  imitated 
in  the  same  crude  fashion,  indicating  that  the 
Filipino  mind  is  not  as  dark  or  the  hands 
as  lazy  as  preconceived  opinions  had  pict- 
ured. A  handsaw,  his  bolo  knife  and  a  ham- 
mer, consisting  of  a  stone  tied  with  rawhide 
to  the  end  of  a  stick,  are  the  native's  chief 
implements. 

()f  the  contrivances  illustrated  Figure  1  is 
a  crude  representation  of  what  miglit  be 
termed  a  "dandy -horse."  It  is  constructed 
with  a  centre  wheel  cut  from  a  log  of  wood. 
This  disk  is  sawed  out  by  hard  work  with 
a  handsaw.  Usually  two  men  are  engaged 
at  the  handsaw,  and  they  work  steadily  until 
the  disk  is  sawed  off.  One  advantage  the 
natives  have  is  that  the  selection  of  wood 
is  ample.  They  can  secure  the  best  species 
of  liardwoods  in  the  forests,  and  some  of  the 
close  grained  woods  are  of  superior  firmness 
and  quality  for  the  service.  Then  the  wheels 
of  smaller  size  are  cut  from  logs  of  less  diam- 
eter, and  the  framework  of  the  contrivance 
is  next  planned.  The  holes  for  the  shaft  in 
the  wheels  are  either  bored  out  with  crude 
tools  or  burned  out.  The  frame  is  sometimes 
of  bamboo,  wliile  again  it  may  be  of  hard 
split  wood.  Tnen  the  little  crank  is  put  on 
the  shaft  of  the  middle  wheel,  and  tlie  native 
trains  himself  to  run  this  crude  vehicle  by 
propelling  it  with  his  feet.  He  stands  erect 
and  has  to  be  an  expert  at  the  work.  After 
he  is  accustomed  to  the  device  he  can  get 
over  the  roads  at  moderate  speed.  He  steers 
bj-  bending  over  one  way  or  the  other.  Fig- 
ure 2  is  another  form  of  bicycle  made  by 
tlae  native.  Two  wheels  of  the  same  diam- 
eter are  sawed  out  of  a  log,  and  a  frame 
constructed  with  pieces  of  bamboo.     Then 


the  crank  is  put  upon  the  shaft  of  the  front 
wheel.  In  this  the  native  uses  the  top  of  the 
frame  for  a  seat. 

Figure  3  is  a  bicycle  which  a  native  made 
from  tlie  pattern  of  an  old  type  of  bicycle 
which  he  saw  in  a  Spanish  newspaper.  He 
followed  the  general  plan  very  well,  but,  hav- 
ing no  metals  with  which  to  work,  con- 
structed all  of  the  parts  of  wood.  The  front 
wheel  is  made  of  sections  of  doow  shaped 
pieces  of  wood,  sawed  out,  one  at  a  time,  with 
a  handsaw.  How  long  it  took  to  make  the 
bicycle  is  not  known,  but  labor  counts  for 
little  in  the  Philippines,  as  carpenters  and 
mechanics  of  the  native  race  earn  only  about 
20  cents  per  day.  This  wheel  was  not  pro- 
tected with  a  metal  rim,  but  the  rim  sections 
were  well  secured,  the  ends  mortised,  and 
the  whole  affair  remained  secure.  The  hub 
is  a  section  of  hardwood,  bored  for  the  shaft, 
which  is  metal.  The  cranks  are  also  metal, 
with  studs  securely  welded  on.  The  rear 
wheel  is  a  section  of  a  log,  and  the  frame  is 


CONFINING  AIR 


Tires    Show    Great    Improvement    in    the 
Respect — An  Illustration. 


all  wood,  it  is  a  very  awkward  contrivance, 
yet  the  maker  managed  to  do  considerable 
riding  over  the  roads. 

Q'he  trailer  shown  in  Figure  4  is  one  a 
native  u.sed  in  connection  with  a  modern 
bicycle  he  had  purchased  in  Iloilo.  He  was 
a  courier,  and  as  there  are  no  postoffice  sys- 
tems established  in  the  interior,  men  of  this 
calibre  have  considerable  message  carrying 
to  do.  This  native  formerly  acted  as  a  run- 
ner, and  sometimes  used  a  horse.  He  found 
a  chance  to  .secure  a  bicycle,  and  with  the 
trailer  he  was  at  last  accounts  making  daily 
trips  from  point  to  point,  carrying  small 
packages  and  messages. 


Spring  Forks  are  Plenty. 

There  is  quite  a  little  boom  on  in  English 
trade  circles  in  the  matter  of  spring  forks. 
Several  have  already  made  their  appearance, 
and  new  ones  are  constantly  being  added  to 
the  number.  The  Centaur  people  have  one 
which  is  described  as  being  extremely  in- 
genious, and  at  the  same  time  very  simple. 
The  fork  sides  run  from  the  front  axle  right 
up  to  the  handle  bar  lug,  on  which  they  are 
both  hinged.  The  eyes  of  the  fork  crown 
are  much  larger  than  usual,  and  are  lined 
with  thick  rubber,  which  acts  as  a  pad  and 
allows  the  forks  just  sufficient  play  to  re- 
duce the  hardness  of  the  road  shock.  At  the 
same  time  it,  of  course,  greatly  relieves  the 
forks  from  severe  local  strain  at  the  point 
where  they  are  united  in  the  ordinary  way 
to  the  crown,  and,  further,  it  reduces  the 
shock  on  the  steering  column. 


"Tliey  say  that  air  is  hard  to  confine,  and 
that  tlie  pneumatic  tire  is  a  complete  failure 
as  a  confining  body,"  remarked  the  old  rider. 

"In  the  early  days  of  the  air  tire  this  was 
undoubtedly  true.  The  tire  that  stood  up 
for  a  week  without  requiring  an  addition  to 
the  amount  of  air  still  remaining  in  it  was 
a  wonder.  We  considered  it  nothing  unusual 
to  have  to  pump  up  once  a  day,  and  this 
when  there  was  no  puncture  apparent.  No 
one  even  thougiit  of  complaining  if  this  was 
necessary,  even  though  the  pumps  were  so 
crude  as  to  be  a  vexation  of  spirit  and  a 
test  of  patience  and  pliysical  strength. 

"All  this  came  back  to  me  the  other  day 
when  I  had  occasion  to  look  at  one  of  the 
tires  in  my  'stable.'  It  was  on  a  machine 
that  had  not  been  used  for  some  time,  and 
I  was  verj'^  much  surprised  to  find  that  it 
was  still  almost  hard  enough  to  ride.  In 
fact,  I  could  have  ridden  it,  but,  preferring 
to  be  on  the  safe  side,  I  gave  it  a  few  strokes 
with  the  pump. 

"Then  I  was  so  much  impressed  by  the  cir- 
cumstance that  I  began  to  figure  out  how 
long  the  tire  had  been  standing  unused.  At 
first  I  could  not  tell  just  how  long,  but  after 
thinking  a  while  a  particular  occurrence 
came  to  my  mind  as  being  associated  with 
this  machine. 

"A  brief  calculation  placed  this  occurrence 
more  than  five  months,  nearer  six,  in  fact, 
distant.  It  came  to  me  distinctly,  and  I  re- 
membered liaving  pumped  the  tire  up  then. 
It  had  stood  all  that  time,  and,  as  I  said, 
there  was  still  almost  enough  air  in  it  to  ride 
it  without  danger. 

"There  have  been  cases  where  tires  have 
held  air  longer  than  this,  if  memory  serves 
me;  but  this  was  one  that  came  under  my 
own  observation,  and  for  the  truth  of  which 
I  can  vouch." 


Nebraskan  Retailers  Protest. 

The  Nebraska  Eetail  Merchants'  Associa- 
tion, through  its  executive  board,  is  sending 
out  a  circular  letter  in  opposition  to  the  pro- 
posed parcels  post  legislation.  The  letter 
defines  the  sense  of  the  association  as  op- 
posed to  House  Bill  6,055.  or  any  similar  bill, 
on  the  ground  that  it  will  permit  the  mail 
order  houses  in  the  larger  cities  to  control 
the  retail  business  of  the  country,  taxing  all 
the  people  to  pay  tlie  expense  of  carrying  the 
merchandise  at  a  cost  mucb  in  excess  of  the 
amount  of  postage  charged. 


Chicago's  Lost  Glory  Found. 

The  arrival  of  "2,500  bicyclettes  Ameri- 
caines  de  Luxe  et  de  Grand  Luxe"  is  adver- 
tised in  Paris.  Among  other  things  the  bi- 
cyclettes carry  with  them  the  name  "Old 
Glory  of  Chicago"!  ! 


206 


THE  BICYCUNG  WORLD 


RAQNG 


The  foreign  riders  who  are  to  take  part  in 
the  six  day  race  comprise  the  following: 
Gougoltz  and  Slmar,  France;  Chevallier  and 
Fisher,  Switzerland;  Muller  and  Le  Poutre, 
Italy;  De  Roeck  and  Kerff,  Belgium;  Fred- 
ericks and  Zaak,  Germany;  Hall  and  Mc- 
Laren, England;  Julius  and  Lawson,  Sweden, 
and  Kermstadt,  of  Vienna,  and  Frank,  of 
Belgium.  With  the  exception  of  the  last 
named  teams,  all  the  riders  were  secui'ed  on 
the  other  side  by  McFarland. 

The  American  teams  are  as  follows:  Mc- 
Farland and  Kramer;  Wilson  and  Maya,  the 
Pennsylvania  team;  Furtos  and  Peterson, 
the  Cleveland  team;  Walthour  and  Mc- 
Bachern,  the  Pan-American  team;  King  and 
Samuelson,  the  Salt  Lake  City  team;  New- 
kirk  and  Munroe,  the  Southern  team;  Bab- 
cock  and  Turvilie,  the  Metropolitan  team; 
Julius  and  Lawson,  the  Swedish-American 
team;  Butler  and  McLean,  the  Scotch-Amer- 
ican team,  and  Fisher  and  Leander.  For- 
midable as  this  list  appears,  it  will  be  a 
harder  task  than  ever  for  the  American  rid- 
ers to  retain  the  honors  on  this  side  of  the 
Atlantic,  as  never  before  has  such  a  fast 
collection  of  European  flyers  come  over. 


ing  the  Aveek  commencing  at  midnight,  Sun- 
day, December  8,  a  series  of  races  will  be 
run  on  Saturday,  December  7.  The  main 
feature  of  the  evening  will  be  a  twenty-five 
mile  professional  lap  race,  in  which  thirty 
of  the  leading  riders  will  compete. 


Osmont,  the  French  crack,  has  brought  the 
motocycle  record  below  the  minute  mark. 
On  a  straightaway  course  near  Paris,  and 
with  a  flying  start,  he  did  the  mile  in  58  3-5 
seconds.  He  used  an  8  horsepower  De  Dion 
tricycle.  The  performance  was  oflicially 
clocked,  and  will  almost  certainly  be  ac- 
cepted by  the  French  authorities. 


Apparently  road  racing  in  Australia  has 
dangers  all  its  own.  In  a  recent  event  from 
Warnambool  to  Melbourne  (165  miles)  one 
of  the  contestants  complained  that  "even  the 
magpies  tormented  us."  The  birds,  he 
states,  "had  their  nests  near  the  roads,  and 
leaving  them,  followed  us  for  miles,  pecking 
at  us  like  mad." 


As  a  preliminary  to  the  six  day  race  which 
takes  place  at  Madison  Square  Garden  dur- 


It  has  just  been  decided  by  the  Automobile 
Club  of  France  to  limit  the  weight  of  motor 
bicycles  entered  in  the  forthcoming  Paris- 
Vienna  race  to  50  kilos.,  or,  roughly,  105 
pounds.  For  these  tbe  entrance  fee  is  $10. 
Motocycles— meaning  thereby  tricycles  and 
quads.— pay  $20,  and  can  range  in  weight 
from  525  to  105  pounds. 


Press  dispatches  from  Salt  Lake  City  re- 
port the  death  there  of  W.  B.  Vaughn,  one 
of  the  crack  professionals  of  the  Pacific 
Coast.  Typhoid  was  the  cause.  With  Iver 
Lawson,  Vaughn  spent  several  months  in 
Australia,  where  he  did  some  good  work  and 
became  avcII  known. 


At  the  Electric  Park,  Baltimore,  November 
28,  Robert  Atkinson  won  the  five  mile  han- 
dicap for  motor  bicycles  in  8m.  22s.  There 
were  five  starters.  In  the  race  between  Mc- 
Eachern  and  a  trotting  horse  owned  by  A. 
Fenneman,  one  heat  paced  and  two  un- 
paced,  McEachern  won.    No  time  given. 


McFarland  and  Michael  arrived  here  No- 
vember 26  on  the  Kronprinz  Wilhelm. 


Weights  Again  a  Factor. 

From  this  distance  it  appears  that  1902 
will  prove  the  "lightweight  year"  in  Britain. 
Certainly,  weights  have  attained  the  same 
prominence  over  there  as  was  the  case  in 
this  country  a  few  years  since.  All  makers 
have  decreased  their  weights  by  several 
pounds,  the  limit  being  reached  by  one  who 
offers  a  bicycle  fitted  with  roadster  tires, 
mud  guards,  brake  and  "free  wheel,"  the 
guaranteed  weight  of  which  is  but  21% 
pounds.  It  would  do  the  American  trade 
no  harm  did  it  again  devote  attention  to  the 
subject. 


iTHE  SAME  FEATURES  THAT  IMPRESSED  THE  JUDGES 
at  the  Pan-American  Exposition  and  led  them  to  single  out 

The  Universal  Coaster  Brake 

as   meriting  the   highest  possible   award 
SHOULD    ARPEIAL    TO     VOU. 


IT    IS  I  IT    IS 

Our  Business  ^7  Your  Business. 

to  inform    you    of  these   features,    and  .§.  or  at  any  rate,  it  would  seem  sound  busi- 

we  will  be  pleased  to  do  f\  ness  policy  for  you  to  seek  just 

so  at  any  time.  j  such  information. 

UNIVERSAL  COASTER  BRAKE  COMPANY,  Buffalo,  New  York 


■Hi 


THE  BICYCLING  WORLD 


207 


VALUE  OF  NEWNESS 


How  the  Trade  Falls  to  flake  the  Most  of 
What  it  Really  Has. 


It  is  not  easy  to  imagine  auytliing  worse 
happening  to  a  trade  than  for  it  to  get  into 
a  rnt— a  rut  so  deep  that  it  would  not  be 
easy  to  get  out  of  it  if  the  effort  to  do  so 
were  made. 

When  the  effort  is  not  made,  when  the 
trade  appears  to  be  unconscious  of  the  fact 
that  it  is  rut-bound,  the  matter  is  very  much 
aggravated. 

There  will  be  little  dissent  from  the  asser- 
tion that  the  cycle  trade  is  in  such  a  con- 
dition, and  has  been  for  some  years. 

But  to  go  further  and  say  that  the  trade 
is  standing  in  its  own  light  in  not  leaving 
the  rut,  that  it  is  doing  more  to  prolong  the 
"slump"  than  everything  else  combined,  is  to 
invite  protests  and  denials. 

"What's  the  use?"  some  will  say.  "We 
could  not  sell  any  more  machines  if  we  did 


who  ucvcr  tasted  the  joys  of  such  a  mount 
as  could  be  offered  to  them  now. 

To  the  reliability,  durability  and  ease  of 
ruuning  of  the  modern  bicycle  there  can  be 
linked  features  that  would  ptove  a  reve- 
lation to  most  of  the  riders  referred  to^ 
features  valuable  when  taken  singly,  eye 
opening  if  grouped. 

Who  can  dootit  tliat  the  coaster-brake,  the 
cushion  frame,  the  chainless,  to  mention  only 
the  principal  features  available,  would  carry 
pff  his  feet  the  rider  who  has  abstained  from 
cycling  for  the  greater  part  of  half  a  dozen 
years? 

It  may  be  said  that  such  machines  are 
offered,  that  no  changes  of  pattern  are  neces- 
sary; and  in  the  strictest  Sense  this  is  not 
very  far  from  being  true. 


HOW  IT  OPERATES 


Wherein  the  Barwest  Differs  From  Other 
Coaster  Brakes— •' Insides  "  Exposed. 


fiKction  A  A-  PrcIqI  I'nq  Fanuard. 


make  changes.  Besides,  they  Avould  add  to 
the  cost  of  construction,  and  that  is  a  thing 
we  could  not  think  of  doing  at  the  present 
time.  Wait  until  there  is  some  improvement, 
and  then  we'll  take  action." 

This  supineness  on  the  part  of  a  once  ag- 
gressive, energetic  and  progressive  trade  is  a 
change  of  front  that  was  made  only  a  com- 
paratively short  time  ago. 

In  former  years  entirely  different  tactics 
were  pursued,  and  success  crowned  them  to 
au  unusual  degree. 

Stagnation  was  never  allowed  to  set  in; 
it  was  detected  before  it  had  made  any  great 
progress  and  put  to  rout  in  short  order. 

There  was  always  something  new  being 
presented  to  riders.  Their  interest  in  the 
new  patterns  was  maintained  from  time  to 
time,  and  at  frequent  intervals  epoch-mark- 
ing features  were  brought  out  and  exploited 
to  the  greatest  possible  advantage.  Interest 
was  maintained  or  revived,  and  to  count  the 
cost  of  such  revival  was  about  the  last  thing 
thought  of. 

It  is  doubtful  whether,  excepting  only, the 
safety  and  the  pneumatic  tire  eras,  there 
ever  existed  a  better  time  than  the  present 
to  bring  forth  and  push  with  the  utmost 
vigor  entirely  new  patterns. 

There  are  hundreds  of  thousands  of  riders 


Longitudinal  Section. 

MECHANISM  OF  THE  BARWEST. 

But  little  or  no  eft'ort  is  made  to  inform 
old  riders  of  these  facts. 

There  is  no  aggressiveness  displayed  in 
preparing  and  presenting  machines  that  are 
a  long  way  in  advance  of  those  that  were  in 
vogue  during  the  height  of  the  boom. 

Consequently  few  people  realize  that  great 
iuaprovements  have  been  made  and  that  thej^ 
can  pi'ocure  machines  infinitely  superior  to 
anything  they  ever  used  before. 

To  rouse  them  from  this  lethargy,  to  con- 
vince them  that  the  bicycle  has  not  stood 
still,  is  a  task  worthy  the  efforts  of  any  pro- 
gressive concern. 


riotor  Bicycles   for  Game  Wardens. 

Dr.  L.  E.  Foulks,  fish  and  game  warden 
for  the  State  of  New  Jersej%  is  a  motor  bi- 
cyclist who  has  shown  the  capabilities  of 
the  machine  for  practical  use.  In  three 
months  he  has  covered  2,000  miles  on  an 
auto-bi.  His  official  duties,  he  says,  call  him 
to  many  strange  places  and  over  roads  that 
are  almost  impassible,  but  his  bicycle  has 
never  failed  him  and  has  proven  equal  to 
every  call  made  on  it. 


AVith  the  outward  appearance  of  the  Bar- 
west  coaster-brake  the  trade  and  public  are 
by  this  time  pretty  familiar.  But  its  interior, 
while  decidedly  more  interesting,  is  much 
less  understood. 

The  accompanying  cuts  supply  this  de- 
ficiency and  give  a  very  clear  idea  of  the 
mechanism  of  the  device.  The  longitudinal 
section  shows  the  location  and  functions  of 
the  various  parts,  while  the  end  views  per- 
form the  same  service  for  the  parts  in  action 
during  the  operations  of  forward  and  back 
pedalling. 

The  sprocket  wheel  is  carried  by  the  piece 
E,  which  is  grooved  at  its  end,  as  shown  in 
sections  AA  and  BB.  The  dogs  J  fit  loosely 
hi  these  grooves;  B  is  the  drive  clutch,  and  is 
fast  to  the  hub  of  the  wheel.  K  and  L  are 
fastened  together  as  one  piece,  L  being  an 
eccentric,    M    a    wedge   and   N   the  friction 


Section  BB'Pedfllinq  Bockiuord. 

drive.  The  dogs  J  are  pivoted  in  slotted  holes 
in  the  ring  R,  and  are  of  such  a  shape  that 
when  rocked  about  these  pivots  in  one  direc- 
tion by  the  piece  E,  as  in  pedalling  forward, 
they  grip  the  drive  clutch  B,  as  shown  in 
section  AA,  and  when  rocked  in  the  other 
direction  by  the  piece  E,  as.  in  pedalling 
backward,  they  grip  the  piece  K,  which 
causes  L  to  revolve  and  force  the  wedge  M 
outward,  thus  expanding  the  drive  N  and 
causing  it  to  come  into  frictional  contact 
with  the  inside  of  the  hub,  as  shown  in  sec- 
tions BB  and  CO.  The  drive  N  is  kept  from 
revolving  with  the  hub  by  the  steel  pin 
which  rests  in  the  slot  in  O,  as  shown  in 
section  CC. 

The  piece  O  has  a  square  hole  in  it,  which 
fits  over  a  square  end  on  P,  and  P,  having 
also  the  other  end  square,  tits  into  a  corre- 
sponding square  Jiole  in  Q,  which  is  kept 
from  turning  by  being  fastened  to  the  frame 
of  the  wheel. 

It  will*  be  noticed  that  the  brake  friction 
is  in  the  centre  of  the  hub,  instead  of  at  the 
end.  There  is  no  tendencj'  to  pull  the  wheel 
out  of  true,  tlierefore,  when  the  brake  is  ap- 
plied; instead,  the  force  comes  between  the 
hub  flanges  and  does  no  harm. 


Edward  A.  Xelson,  the  well  known  Spring- 
field, Mass.,  dealer  and  ex-manufacturer,  is 
a  candidate  for  Councilman. 


BB 


B 


206 


THE  BICYCUNG  WORLD 


Columbia 
Automatic 
Gas  Lamp 


Bicycles,  Buggies 
and  Meter  Vetiicles. 

Special  Dash  Bracket,  which 

can  be  insetted  in  place  of 

Bicycle  Bracket. 


EXCLUSIVE   FEATURES 

The  result  of  years  of  experience  and  experiment  in  Acet- 
ylene Gas  Lamps,  and  of  two  years  of  unparalleled  success. 

Positive  automatic  water  feed,  i.  e.,  the  water  feed  is  pos- 
itively controlled  by  the  gas  pressure,  which  is  regulated  by 
a  gas  cock. 

No  carbide  wasted.  Charge  can  be  used  repeatedly  until 
exhausted,  the  same  as  in  an  oil  lamp. 

Lights  at  once.     Turns  down  or  out  at  once. 

Gas  generated  at  low  pressure,  thus  avoiding  danger  com- 
mon to  high  pressure  lamps. 

Uses  one-half  the  carbide  necessary  in  a  large  lamp,  and 
gives  as  good  a  headlight  as  the'best. 

Carbide  cup  is  as  easily  charged  and  cleaned  as  a  tea  cup. 

Mechanism  strong  and  mchanically  correct. 


Height  5^  inches. 
Weight  i8  ounces. 


5000  of  these  Lamps  in  use  on  buggies,  carriages 
and  motor  vehicles  in  Chicago  this  year. 


OUR  GOODS  ARE  SOLD  ON  THEIR  MERITS  ALONE 
IT  IS  NOT  NECESSARY  FOR  US  TO  OFFER  PRIZES. 


We  maintain  prices.    We  carry  the  stoclcs  ourselves  and  Jobbers  who  pur- 
chase from  us  can  return  all  surplus  of  unused  lamps,  which  are 
marked  (Model  C)  to  us  at  the  end  of  the  season. 

Fine  Art  Calendar  for  I902  mailed  free  to  the  trade  on  receipt  of  letter  head. 


HINE-WATT  MFC.  CO., 


60  WABASH  AVE.,  CHICACO,  ILL. 


i 


ICER  CO., 

y  Manufacturers, 

1        Rochester,  N.  Y.,  U.  S.  A. 


Rochester,  N.  Y. 


For  all  who  Seek 
Goaster-Brake  Satisfaction 

THE  FORSYTH 

has  claims  the  cannot  be  minimized. 


It  Costs  Notl)ing 

to  learn  what  they  are.   Simply  say  the  word 

and  we  will  be  pleased  to  submit  some 

figures  and  show  you  some  features 

about  coaster  brakes  that    you 

may  not  have  known  before. 


#   FORSYTH  MFG,  CO.,  BuWalO,  N.  Y.   ^^ 


THE  BICYCLING  WORLD 


209 


TRANSMITTING  THE  POWER 


The  Forms  of  Motocycle  Drive   Discussed 
—Faults  and  Advantages  of  Each. 


The  system  of  a  direct  reduction  of  speed 
from  the  motor  to  the  driving  wheel,  by 
means  of  a  small  diameter  wheel  on  the 
motor  shaft  and  a  large  rim  on  the  back 
wheel,  is  a  direct  loss  of  power,  as  the  belt 
only  has  contact  with  about  one-third  of  the 
diameter  of  the  motor  pulley  wheel,  and 
though  this  is  grooved  in  the  most  approved 
manner  there  is  always  a  certain  amount  of 
slip  occurring,  and  this  in  wet  weather  in- 
creases to  such  an  extent  that  we  have 
known  the  motor  to  work  at  full  power  with- 
out moving  the  machine  at  all.  In  our  opin- 
ion, says  the  Irish  Cyclist,  a  combination  of 
the  two  systems  would  give  good  results; 
that  is,  to  reduce  the  speed  by  means  of  a 
gearing,  and  to  convey  the  power  from  the 
shaft  on  which  the  big  gear  wheel  is  fixed 
by  means  of  a  grooved  pulley,  say,  six  inches 
in  diameter,  to  another  pulley  of  like  diam- 
eter fixed  to  the  hub  of  the  back  wheel. 

The  method  of  transmitting  the  power 
from  the  motor  to  the  road  wheel  is  a  sub- 
ject worthy  of  more  than  passing  notice, 
and,  having  experimented  largely  in  this  di- 
rection, we  are  able  to  give  our  readers  the 
benefit  of  our  practical  experience.  The  chief 
object  in  view  in  transmitting  power  is  to 
absorb  as  little  as  possible  of  the  net  power 
of  the  motor  between  the  driving  and  driven 
wheels.  If  a  system  of  gearing  is  adopted 
for  the  transmission,  then  the  power  of  the 
motor  must  be  increased  to  overcome  the 
extra  friction  set .  up  by  the  gearing.  In 
view  of  this  loss  the  buyer  should  be  careful 
to  ascertain  the  actual— or,  as  it  is  more 
often  termed,  the  '"brake  horse  power" 
(b.  h.  p.),  of  the  motor.  This  for  the  simplest 
form  of  transmission— the  belt— should  be  not 
less  than  1%  b.  h.  p.,  that  is,  if  the  rider 
wants  the  machine  to  carry  him  up  all  hills 
which  may  be  met  with  in  the  course  of  a 
day's  run.  If  the  rider  is  content  to  let  the 
motor  carry  him  along  the  level  at  a  fair 
speed,  and  up  tho  moderate  gradients  by  its 
own  power,  and  to  assist  it  by  pedalling  up 
the  steeper  grades,  he  will  find  that  the 
motor  of  1  b.  h.  p.  fills  the  bill.  Those  who 
wish  to  treat  their  machines  solely  as  a 
means  of  mechanical  transport  will  obviously 
require  to  get  the  highest  powered  machine 
they  can  obtain. 

At  present  there  are  three  methods  of 
transmission  in  use— (1)  gearing  (cog  wheels 
or  chains),  which  may  be  termed  a  positive 
method;  (2)  belts,  and  (3)  friction  wheels  (as 
in  the  Derby  machine),  whicli  may  be  both 
termed  flexible  methods.  The  positive 
method  has  many  points  in  its  favor,  and 
many  against  it.  It  is  less  troublesome  than 
the  belt.  The  power  exerted  at  one  point  is 
definitely  given  off  at  another,  less  the 
amount  absorbed  by  friction;  it  is  not  af- 
fected by  climatic  changes,  and  the  mechan- 
ism has  a  longer  life.    Its  disadvantages  are 


that  through  the  positive  drive  all  the  vibra- 
tions of  the  engine  are  transmitted  to  the 
driving  wheel,  and  the  rider  feels  much  more 
distinctly  these  vibrations.  Owing  to  the 
high  rate  of  speed  at  which  the  motor  runs 
there  is  a  tremendous  amount  of  wear  on 
the  gear  wheels,  especially  if  they  are  of 
small  diameter,  and  though  they  last  longer 
than  the  belt  they  are  more  expensive  to 
replace. 

The  belt  drive's  chief  drawbacks  are  its 
liability  to  stretch  and  failure  to  convey  the 
full  power  to  the  driving  wheel.  This  at 
first  sight  appears  to  be  sufficient  to  con- 
demn it  at  once,  but  with  the  twisted  raw- 
hide variety  which  is  now  so  largely  used 
the  tightening  of  the  belt  is  a  matter  of  a 
few  minutes  only,  all  that  is  necessary  being 
to  remove  the  belt,  undo  the  fastening  and 


Morgan  xWrightTires 
are  good  tires 


ONLY     WAY    TO    CURE 
SOME     LEAKY    TIRES     IS 
TO     PUT     INNER    TUBES     IN 
THEM,    THUS     MAKING 
THEM    DOUBLE -TUBE    TIRES 


Morgan  sWright 


New  York  Branch.    214-216  Wlst  ♦7tm  Street 

give  the  belt  two  or  three  extra  twists.  Ex- 
cessive stretching  only  occurs  when  the  belt 
is  new;  after  two  or  three  tightenings  it  will 
remain  practically  normal,  only  being  af- 
fected bj'  climatic  changes.  The  chief  ad- 
vantage of  the  belt  lies  in  its  flexibility, 
which  takes  up  the  vibrations  from  the  motor 
and  exerts  a  more  even  and  steady  pull  on 
the  driving  wheel.  Say,  fgr  instance,  the 
sparking  advance  is  pushed  forward  too 
quickly;  the  charge  will  be  ignited  at  an 
earlier  moment,  and  the  motor  will  increase 
its  pace  with  .a  rush.  This  sudden  increase 
in  speed  is  not  as  perceptibly  felt  with  the 
belt  drive,  as  it  is  taken  up  partly  by  a  slight 
stretch  of  the  belt  and  a  momentary  slip  on 
the  pulley  wheels.  With  a  positive  drive  no 
such  compensation  could  occur  under  like 
circumstances,  so  that  the  jerk  forward 
would  be  plainly  felt  by  the  rider— sometimes 
too  plainly— and  a  bending  strain  is  thrown 
on  to  the  motor  shaft. 


BENDING  THE  BAR 


Hand  Processes  Still  Used  in  Repair  Shops 
—Differing  Methods. 


The  Kritisli  and  American  rights  to  the 
patents  on  the  Werner  motor  bicycle  have 
been  purchased  bj'  a  newly  formed  London 
institution,  Werner  Motors,  Ltd.  Whether 
they  will  operate  the  patents  in  this  country 
is  not  stated. 


In  these  days  of  parts  makers  and  repeti- 
tion processes,  there  is  little  room  for  the 
old  hand  methods  of  construction  such  as 
were  formerly  almost  universal. 

But,  if  this  Is  the  case  where  any  consider- 
able number  of  pieces  is  to  be  turned  out, 
there  are  dealers  and  repairers  who  still  have 
occasion  for  making  a  few  parts  by  the  old 
hand  processes.  The  difficulty  in  getting  from 
the  manufacturers  fittings  such  as  particu- 
lar customers  desire  is  probably  greater  than 
it  ever  was,  and,  rather  than  lose  a  sale  or 
order,  the  commission  will  be  undertaken 
and  the  work  performed. 

The  bending  of  handle  bars  is  a  case  in 
point.  A  rider  will  frequently  want  a  par- 
ticular shaped  bar,  or  his  old  one  breaks 
and  he  wants  a  duplicate.  A  stock  bar  could 
be  sold  him  at  a  fraction  of  the  cost  of  a 
specially  made  one,  but  he  is  frequently 
willing  to  pay  the  price  of  the  new  one,  and 
the  dealer,  if  he  is  mindful  of  his  own  in- 
terests, never  hesitates  to  undertake  the  job. 
In  each  shop  there  is,  of  coiu-se,  an  estab- 
lished method  for  bending  bars.  Shall  it  be 
done  cold  or  hot,  filled  with  sand  or  rosin 
or  left  empty?  Is  there  in  the  shop  a  form 
made  specially  for  bending,  and,  if  so,  can 
it  be  utilized  for  the  shape  desired?  These 
and  other  questions  enter  into  the  matter 
right  at  the  beginning. 

In  some  shops  the  bar  will  be  bent  over  a 
piece  of  plank  with  a  rounded  edge,  having 
first  been  slightly  heated  in  the  smith's  or 
braziug  forge.  This  is  the  way  usually  re- 
sorted to,  foi",  even  if  there  is  a  form  to  use, 
it  will  shape  only  standard  bars.  But  in 
bending  by  hand  any  curve  can  be  given  to 
the  piece  of  tubing— a  ramshorn,  an  extreme 
drop  or  an  upturn— the  excellence  of  the  job 
depending  almost  entirely  on  the  workman. 
If  the  latter  has  much  handle  bar  work  to 
do  he  will  often  elect  to  work  with  unfilled 
tubes.  By  so  doing  he  saves  a  lot  of  time 
and  avoids  a  rather  disagreeable  job.  The 
filling  material,  whether  it  be  sand  or  rosin 
or  lead,  has  to  be  handled  very  carefully. 
It  must  be  tightly  packed  in  the  case  of  the 
first  named  materials,  and  undergo  several 
heatings  if  lead  is  used.  Taken  altogether, 
it  is  such  a  nuisance  that  a  workman  wlio 
has  confidence  in  himself  will  dispense  with 
filling  entirely. 

Of  course,  the  great  d;inger  from  an  un- 
filled bar  is  that  of  kinking.  It  is  not  ad- 
visable to  heat  the  tube  too  much,  a  red 
heat  being  avoided  if  possible,  on  account  of 
there  being  so  much  scale.  On  the  other 
hand,  insufficient  heating  or  injudicious 
manipulation  renders  kinking  very  liable, 
and  a  bar  may  be  completely  ruined  in  this 
way  after  it  is  almost  finished. 


210 


THE  BICYCLING  WORLD 


The  Week's  Patents. 

687,218.  Pai-col  Carrier  for  Bicycles.  Al- 
bert A.  Gabriel  and  Edward  M.  Atkinson, 
Portlandr  Ore.  Filed  Nov.  21,  1901.  Serial 
No.  37,306.    (No  model.) 

Claim.— 1.  In  a  parcel  carrier  for  bicycles, 
the  combination  with  the  seat  portion  of  the 
same,  of  supporting  legs  extending  from  one 
side  of  the  same  and  adapted  to  embrace  the 
axle  of  the  bicycle,  rods  connecting  said  legs 
with  the  other  side  of  the  seat,  means  for 
detachably  securing  the  rods  to  the  seat, 
clamps  for  securing  said  rods  to  the  fork  of 
the  bicycle,  and  stays  connecting  the  clamps 
and  seat. 

087,246.  Variable  Speed  Gear  for  Cycles, 
etc.  James  R.  Madaii,  Salisbury,  England. 
Filed  July  14,  1900.  Serial  No.  23,612.  (No 
model.) 

Claim.— 1.  The  improved  variable  speed 
gear  comprising  a  sprocket  wheel  and  a 
toothed  ring  connected  independently  to  an 
axle  by  one-direction  clutch  mechanism,  a 
set  of  double  spur  wheels  gearing  with  the 
said  toothed  ring  and  a  toothed  rim  on  the 
spi'ocket  wheel,  a  normally  free  running 
plate  carrying  the  axles  of  said  spur  wheels, 
and  means  for  locking  said  plate  to  and  un- 
locking said  plate  from  a  fixed  position  sub- 
stantially as  and  for  the  purposes  set  forth. 

687,299.  Acetylene  Gas  Generating  Lamp. 
Edward  N.  ]:>ickerson.  New  York,  N.  Y.  Filed 


June    16,    1897.      Serial     No.     640,980.      (No 
model.) 

Claim. — 1.  In  a  lamp  for  generating  and 
burning  acetylene  gas,  the  combination  with 
the  lamp  body,  of  a  water  vessel,  a  gas 
chamber,  a  carbid  chamber  below  the  gas 
chamber,  a  burner,  connections  between  the 
gas  chamber  and  burner,  a  nipple  for  the 
outlet  of  water  from  the  water  vessel  to  the 
carbid  chamber,  a  hollow  stem  seated  around 
the  nipple,  and  connections  between  the  hol- 
low stem  and  the  cock  of  the  burner  for  con- 
trolling the  supply  of  water  to  the  carbid, 
substantially  as  described. 

687,369.  Gear  Gutting  Machine.  Hermann 
F.  Cuntz,  Hartford,  Conn.,  assignor  to  Amer- 
ican Bicycle  Co.,  Jersey  City,  N.  J.,  and 
Borough  of  Manhattan,  New  York,  N.  Y.,  a 
corporation  of  New  Jersey.  Filed  April  13, 
1899.    Serial  No.  712,840.    (No  model.) 

Claim.— 1.  In  a  gear  cutting  machine,  the 
combination  of  a  shaft,  means  to  secure  a 
(lisklike  gear  blank  upon  the  end  of  said 
shaft,  a  cutter  carrier  shaft  disposed  at  an 
angle  with  respect  to  the  first  named  shaft 
and  located  in  the  same  vertical  plane  with 
its  axis,  a  cutter  carrier  on  the  second  shaft, 
a  milling  cutter  with  one  end  free,  supported 
by  said  carrier  radially  with  respect  to  the 
second  shaft  and  with  its  cutting  surface  in 
contact  with  the  edge  of  said  gear  blank, 
means  for  rotating  the  cutter,  and  means  for 


imparting  corresponding  movement  to  said 
shafts,  substantially  as  shown  and  described. 

TRADEMARKS. 

37,391.  Pneumatic  Tires.  Punctnot  Tire 
Co.,  Camden,  N.  J.,  Philadelphia,  Pa.,  and 
Boston,  Mass.     Filed  Nov.  1,  1901. 

Essential  Feature.— The  word  "Punctnot." 
Used  since  Oct.  7,  1901. 


The  Retail  Record. 

Putnam,  Conn.— Albinie  Delisle  Avill  open  a 
repair  shop. 

Genoa,  N.  Y.— Robert  Tabor  has  closed  his 
repair  shop. 

Norway,  Me.— H.  &  E.  Sanborn,  retired 
from  business. 

Jamaica  Plain,  Mass.— Charles  E.  John- 
quist,  closed  for  the  winter. 

St. '  Johnsbury,  Vt.— E.  M.  Courcheine,  69 
Eastern  avenue,  closed  for  the  winter. 

Homer,  N.  Y.— E.  B.  Richardson  has  pur- 
chased the  business  of  Quick  &  Radway. 


Fi-ed  1'.  Merrill,  the  Avell  known  jobber  of 
Portland,  Ore.,  has  headed  Eastward  on  his 
annual  visit  to  Chicago  and  New  York;  he  is 
due  to  arrive  here  next  week. 


"LIBERTY"  CHIMES 


BICYCLE  and 
MOTOR  CYCLE  BELLS 


Original  in  Design.  Practical  in  Construction. 

Superb  in  Finish. 

In  a  word   their   general    excellence  has  made  them 
pre=eminent  everywhere. 


FOR  SALE  BY  ALL  THE  LEADING 
JOBBERS. 


USED  BY  ALL  DISCRIMINATINQ 
PURCHASERS. 


LIBERTY  BELL  CO.,    Bristol,  Conn. 


flotor  Bicycle  Disappointments 


have  been  many — too  many,  perhaps.  We  are  not  uncon- 
scious of  the  fact.  We  know  what  caused  them,  or  most 
of  them,  at  any  rate.  And  the  causes  and  effects  were  all 
taken  into  account  in  the  designing  and  construction  of  the 

INDIAN  nOTOR  BICYCLE 

Among  other  things — and  they  are  highly  important, 
too — it  is  the  profiting  from  the  "other  fellow's"  experience 
that  has  made  the  INDIAN  what  it  is — fhe  motor  bicycle 
that  does  what  it  is  built  to  do  and  gives  what  it  is  built  to 
give,  /.  e  ,  satisfaction. 

Have  VOU  made  its  acquaintance  yet  ? 

HENDEE  MFG.  CO.,  Springfield,  Mass. 


THE  BICYCLING  WORLD 


2U 


One  of  December'5  Surprises. 

"JBless  my  soul!  A  customer  in  a  bicycle 
store  in  December,  and  actually  interested  in 
the  new  models?    What  does  it  mean?" 

The  Bicycling  World  man  had  "just 
dropped  in,"  and  this  astounding  sight  met 
his  eye.  The  customer  alluded  to  was  a 
youngish  looking  man,  and  he  was  listening 
attentively  to  The  salesman  who  was  de- 
scribing the  principal  features.  The  latter 
was  warming  to  his  worli. 

"Yes,  this  is  our  best  machine,"  he  was 
saying.  "It's  a  chainless,  and  has  a  cushion 
frame.  The  price  is  $75.  High?  Not  for  a 
machine  of  this  kind.  You  see,  it  has  all 
the  latest  improvements,  and  is  really  a 
superior  wheel.  The  workmanship  and  finish 
are  very  much  better  than  are  to  be  found 
on  a  cheap  chain  machine." 

"Do  you  fit  the  coaster-brake?"  asked  the 
customer. 

"Oh,  yes;  it  can  be  used  on  a  chainless  as 
well  as  on  a  chain  machine.  That  is  a  great 
advantage,  of  course,  for  no  rider  who  has 
ever  tried  a  coaster-brake  will  be  without 
one.  It  is  one  of  the  best  things  that  was 
ever  put  on  a  bicycle." 

Q'lien  followed  a  long  series  of  questions 
and  answers,  all  relating  to  the  details  of 
construction.  If  appearances  went  for  any- 
thing there  was  a  sale  in  sight,  and  the 
salesman  was  doing  his  best  to  clinch  it. 
And  a  move  toward  the  cashier's  desk  just 
as  the  reporter  was  leaving  lent  support  to 
the  belief  that  he  liad  been  successful. 


How  the  Germans  "Qet  There." 

Within  the  past  two  years  the  German 
colonial  school  at  Wilhelmshof,  in  Witzen- 
hausen,  has  educated  and  sent  twenty-five 
young  men  to  German  East  and  Southwest 
Africa,  Kameroon,  Togo,  South  Sea  Islands, 
Ecuador,  Brazil,  Philippines,  Cape  Colony 
and  Sumatra.  The  course  of  study  given  in 
this  school  is  as  follows:  History,  colonial 
economics,  commercial  politics,  chemistry, 
botany,  geology,  natural  history,  tropical 
climates,  tropical  agriculture,  bookkeeping 
and  gardening,  with  special  attention  to 
raising  vegetables,  fruit  and  vines,  and  for- 
estry. A  chemical  laboratorj^  a  blacksmith, 
a  locksmith,  a  cabinet  making  and  other  de- 
partments have  been  arranged,  where  work 
is  practiced  as  taught. 


Dry  Batteries  Condemmed. 

W^hMe  the  dry  batterj-  is  in  almost  uni- 
versal use  on  motocycles  in  this  country, 
abroad  storage  batteries  are  not  unusual. 
In  fact,  at  a  recent  session  of  the  Cycle  En- 
gineers' Institute,  at  Coventry,  the  dry  bat- 
tery was  described  as  an  abomination.  The 
speaker  said  he  found  that  gelatine  accumu- 
lators were  much  better  than  the  ordinary 
wet  battery  for  the  ignition,  because  the  acid 
could  not  leak,  and  did  not  creep  into  the 
carburetter  and  make  a  mess  of  it.  It  was 
merely  sulphuric  acid  and  water  mixed  with 
gelatine,  and  then  properly  charged.  It 
would  run  four  or  five  hundred  miles  with- 
out any  trouble.  His  great  trouble  was  with 
sparking  plugs. 


The  Cycle  Thief's  Paradise. 

Minneapolis  appears  to  be  suffering  an 
epidemic  of  cycle  stealing.  During  October 
123  wheels  were  stolen  and  66  were  recov- 
ered. 

Up  to  November  28,  87  bicycles  had  "dis- 
appeared" during  the  month. 

Of  the  wheels  recovered  few'  Avere  found 
in  pawnshops,  most  of  the  thieves  having 
left  them  standing  outside  in  some  distant 
part  of  the  city. 


Chime  Bells  Gaining  Ground. 

Every  sign  indicates  that  the  musical 
chime  bell  is  due  for  a  pronounced  increase 
in  popularity.  The  bellmakers  have  all  pre- 
pared for  it.    The  Liberty  Bell  Co.,  Bristol, 


Conn.,  is,  of  course,  among  the  number,  the 
Liberty  chime  being  prominently  featured 
by  their  1902  catalogue,  which  has  just  been 
issued.  The  accompanying  illustrations 
show  two  of  the  Liberty  patterns.  The 
chime  is  continuous,  and  at  that  require  no 
winding.    Gong  bells,  with  and  without  pusli 


buttons,  likewise  decorated  bells,  of  which 
the  Liberty  people  claim  to  be  the  origina- 
tors, are,  needless  to  say,  also  catalogued, 
the  prices  ranging  as  low  as  25  cents. 


Qolnj;  West? 

If  you  purchase  your  tickets  via  the  Nlcltb. 
Plate  Road,  the  shortest  route  between  Bui 
falo  and  Chicago,  you  will  secure  the  best 
aervice  at  the  lowest  rates.  Three  fasi 
thru  express  trains  daily,  in  each  direc- 
tion, between  Buffalo,  Brie,  Cleveland,  I'l 
Wayne  and  Chicago,  making  close  counec 
tlons  at  the  latter  cxty  with  the  fast  iraiut 
of  the  Western  roads.  The  trams  on  tiit 
Nickel  Plate  Road  consist  of  elegant  vesu 
buled  day  coaches,  sleeping  cars  of  the  latesi 
models,  and  Nickel  Plate  dining  cars  serv 
Ing  famous  individual  club  meals  at  rate* 
from  35  cents  tO  ?1.  Thru  sleeping  cart 
are  also  run  from  Boston,  New  York,  AJ 
bany,  Syracuse,  Rochester,  Scranton.  Blng 
hamton  and  Klmira,  and  many  other  EasterL 
cities. 

It  your  ticket  agent  cannot  g\r«  yon  Ui« 
information  desired,  address  F.  J.  MooFe. 
General  Agent,  Nickel  Plate  Road,  2©1  Mala 
St.,  Buffalo,  N.  Y.  ••• 


itcrcst 


1 


^ 


WORLD 


(DeOotedfothe 
■HufomobiliD 


WILL  SURELY 
MTEIEST  YOE 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of      mechanical 
terms    is    needed  to 
understand    it. 


PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUILDING, 

NEW  YORK  CITY. 


$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE  COPY   m  APPLICATIOK. 


K 


212 


THE  BICYCUNG  WORLD 


HEART  BEATS  AND  SPEED 


They  Have    a  Retarding    Influeace— Other 
Deterrents  and  Drawbacks  Described. 


Eveu  a  rider's  heartbeats  retard  bis  speed, 
so  inexorable  is  the  law  of  motion,  so  impera- 
tive the  necessity  for  uuiformity  of  move- 
ment. So  at  least  a  speculative  writer  in  a 
foreign  contemporary  asserts. 

•'Every  rider  knows  the  importance  of 
maintaining  his  effort  smoothlj-  and  consist- 
ently without  variation  of  force,"  he  says. 

"Alternate  acceleration  and  diminution  of 
speed  over  a  given  distance  costs  more  force 
tlian  the  maintenance  of  a  uniform,  steady 
speed. 

"Hence  the  law:  for  economy,  speed  must 
be  uniform. 

"The  resistance  in  bicycle  riding  varies  as 
the  square  of  the  speed,  or,  what  comes  to 
the  same  thing,  the  force  impressed  is  as  the 
square  of  the  speed.    (E.  or  F  =  Y-.)   . 

"If  we  take  two  cases,  one  of  a  uniformly 
impressed  force,  and  one  of  a  varying  force, 
but  both  totalling  the  same  in  force-units, 
we  shall  find  that  the  uniformly  impressed 
force  gains  a  greater  resultant  victory— or 
distance — than  the  varying  force. 

"Or,  if  we  take  a  given  distance,  covered 
at  a  uniform  velocity,  and  the  same  distance 
covered  at  an  irregular  velocity,  we  shall 
find  that  the  uniform  velocity  is  the  most 
economical. 

"Uniiniformitj^  of  velocity  is  a  fault  of  the 
chain.  If  it  ran  evenly  at  a  uniform  rate 
upon  the  chain  wheels  it  would  be  Avell,  but 
at  the  hub  ring,  under  constant  foot  press- 
ure, it  is  lifted  and  goes  faster,  and  is  low- 
ered and  goes  slower,  the  alternation  con- 
tinuing ad  infinitum.  Though  minute,  the 
frequency  of  the  error  renders  it  consider- 
able. 

"The  error  is  greater  upon  the  hub  ring 
than  upon  the  bracket  ring,  and  on  the  lat- 
ter, under  constant  foot  pressure,  when  lifted 
it  goes  slower,  and  when  lowered  it  goes 
faster. 

"On  a  serpentine  road  make  a  straight 
line  through,  because  (1)  such  is  the  shortest 
course,  and  (2)  all  deviation  from  the  straight 
is  an  increased  propulsion  cost. 

"A  sharp  turn  of  the  steering  materially 
affects  speed.  Stiff  steering  also  att'ects 
speed.  The  steering  wheel  should  be  free  to 
turn  at  the  slightest  swing  of  the  body 
weight.  Enforcing  steering  by  bands  or 
springs  reduces  speed. 

"When  a  bicycle  is  ridden  hands  off  the 
steering  momentum  goA'erns  direction,  and 
is  only  altered  by  body  momentum.  All 
([uestions  of  speed  are  referable  to  Newton's 
'First  Law  of  Motion' — 'Every  body  i>erse- 
veres  in  a  state  of  rest  or  of  moving  uni- 
f()rmly  in  a  straight  line,  except  in  so  far  as 
it  is  made  to  change  tliat  state  by  impressed 
foi'ces.' 

"For  this  reason  faster  times  can  be  ac- 
complished upon  straight  stretches  of  road 
than  can  be  accomplished  upon  racetracks. 


which  have  other  shapes.  On  a  circular 
track  speed  is  imiformly  lessened  by  the 
(■}  cle  constantly  being  forced  out  of  a 
straight  line,  which,  is  natural.  Two  actions 
conspire  to  effect  the  circular  run — (1)  the 
steering  wheel  is  deflected  and  (2)  the  rider 
leans  toward  the  track  centre. 

"A  switchback  road  is  no  gain  to  a  speed 
cyclist. 

"Up-and-down  courses,  whatever  their  nat- 
ure, cannot  be  as  economical  of  force  as  level 
courses,  since  they  necessitate  irregular  force 
expenditure. 

"Let  the  running  be  smooth.  Sit  still  and 
ride  Avitliout  bound  or  wriggle.  Bobbing  of 
the  head,  shoulder  movements  and  unsteadi- 
ntss  in  the  seat  are  very  unconducive  to 
speed. 

"Just  as  the  tidal  movements  are  a  force- 
cost  which  slightly  diminish  the  speed  of 
the  planets,  as  the  vibrating  of  the  feathers 
of  a  bird  diminish  the  speed  of  its  flight, 
and  as  the  rolling  of  a  ship  and  the  rattling 
of  a  train  diminish  their  headways,  so  does 
every  movement  of  the  rider  which  is  not 
consistent  with  uniform  steady  progress  in  a 
straight  line  tend  to  diminish  speed. 

"It  may  seem  strange,  but  it  is  neverthe- 
less a  fact,  that  the  essential  movement  of 
the  rider's  legs  tend  against  speed,  and  all 
motion  not  consistent  with  uniform  pace  on- 
ward has  to  be  paid  for  out  of  the  propulsive 
force  of  the  rider. 

"Even  the  rider's  heartbeats  (though  neces- 
sary) militate  against  his  progress,  and  it  is 
significant  that  the  birds  which  travel  at 
greater  speed  than  the  surface  denizens  of 
Mothei'  Earth  have  their  hearts  attached  to 
their  ribs,  so  that  the  relative  rigidity  of  the 
organ  is  increased,  whereas,  in  man,  etc.,  the 
heart  is  not  so  attached,  but  lies  free  in  the 
cavity  of  the  chest,  and  the  amplitude  of  its 
vibration  can 'for  that  reason  be  greater." 


WAITING  FOR  NEXT  YEAR 


Then 


she     Will     Resume    Cycling— This 
Season's  Laches  Explained. 


As  Viewed  in  Augusta. 

In  its  progress  the  motor  bicycle  has 
reached  the  Capital  City  of  the  Empire 
State  of  the  South.  The  emotions  excited 
by  its  appearance  ai'e  thus  depicted  by  the 
Augusta  (Ga.)  Chronicle: 

"Tlie  tirst  motor  cycle  ever  run  upon  the 
streets  of  Augusta  was  seen  flying  up  and 
down  Broad  street  yesterday. 

"The  novel  mode  of  locomotion  created 
considerable  attention  and  comment  as  it 
passed.  The  machine  moves  swiftly,  easily 
and  seemingly  with  so  little  effort  that  one 
instinctively  wonders  what  do  they  cost, 
and  at  the  same  time  squeezes  the  pocket- 
boolc  to  Judge  of  its  condition. 

"The  machine  is  very  little  larger  in  looks 
than  an  ordinary  wheel,  and  the  motor  by 
wliich  it  is  operated  serves  beneath  the 
crossbar,  under  the  rider,  and  is  not  as  large 
nor  bunglesome  looking  as  might  be  mit- 
ui-ally  expected." 


"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocyeles  and  How  to  Man- 
age Them."  $1.  The  Goodman  Co.,  Box  649, 
New  York.  ••• 


"Such  a  beautiful  day  for  a  ride!  I  really 
envy  you!"  exclaimed  the  visitor,  as  she 
watched  him  bring  out  his  wheel  and  start 
to  pump  up  the  tires. 

"Why  don't  you  go,  too".'"  was  the  rejoin- 
der. "There's  an  extra  machine  in  the  wheel- 
house,  and  it  can  be  made  ready  in  two 
niinutes." 

"Oh,  I  don't  know.  It's  too  much  trouble 
to  dress,  and  I  haven't  ridden  for  some  time 
and  am  not  in  condition.  I  wish  I  could  go, 
though,  for  I'm  just  dying  for  a  ride.  The 
sight  of  the  wheel  just  sets  me  wild." 

"And  why  haven't  you  ridden  much  this 
year?  You  used  to  be  a  regular  mileage 
'fiend.'    Did  you  get  tired  of  itV" 

"No,  I  did  not.  I  like  riding  just  as  much 
as  I  ever  did,  and  could  get  just  as  much 
pleasure  out  of  it.  All  this  year  I  have  been 
anxious  to  get  out  in  the  open  air  .and  take 
long  rides  again.  I'm  getting  dreadfully  fat, 
and  I  know  circling  would  reduce  that.  I 
never  enjoyed  such  good  liealth  as  when  I 
rode. 

"But  it  seems  such  hard  work  to  get  out 
nowadays.  There's  always  something  hap- 
pening to  prevent  my  going.  What  with  get- 
ing  my  wheel  out  of  the  cellar  and  pump- 
ing the  tires  and  dressing  for  a  ride,  the  time 
set  aside  for  my  ride  seems  to  be  gone  be- 
fore 1  get  started.  Then  there  is  not  very 
much  fun  in  riding  alone,  you  know;  and  it's 
like  pulling  teeth  to  get  any  of  the  girls  to 
go  with  me.  They  all  say  that  they  will  go, 
and  seem  delighted  at  my  having  suggested 
it;  but  they  are  awfully  slow  in  getting 
ready,  and  when  they  do  finally  come  they 
can't  go  far  without  getting  tired,  because 
they  haven't  ridden  for  so  long.  It's  really 
discouraging. 

"But  I'm  going  to  ride  next.  year.  That  I 
have  made  up  my  mind  to.  Oh,  you  may 
smile,  but  I  mean  it,  and  will  do  it,  too. 

"We  have  talked  it  all  over,  Howard  and 
myself,  and  w-e  shan't  let  anything  turn  us 
from  our  purpose.  We  never  had  such  good 
times  as  wlien  we  rode,  nor  saw  so  many 
places;  and  we  are  going  to  take  it  up  just 
where  we  left  off  two  or  three  years  ago,  and 
have  just  as  much  fun. 

"The  other  boys  and  girls  we  have  talked 
to  seem  to  like  the  idea,  too,  and  say  they 
will  join  lis  just  as  they  used  to  do.  But 
whether  they  are  in  earnest  or  not — that  is, 
whether  they  will  be  of  the  same  way  of 
thiidving  when  si)ring  comes — we  shall  go 
ahead  and  ride.  If  we  have  their  company  it 
will  be  just  that  much  nicer,  of  course;  but 
we  are  not  going  to  let  their  defection  spoil 
our  fun,  as  we  did  this  year  and  last,  let  me 
tell  you. 

"AVe'll  come  over  and  take  trips  around 
here  with  all  of  you.  Won't  you  be  glad  to 
liave  us  come'?"  And  she  smiled  provoca- 
tively. 


THE  BICYCLING  WORLD 


2)1 


Bicycle  vs.   Automobile. 

in  llifi  colli  I'oversj'  beiog  waged  in  tlio  col- 
niuns  of  the  New  York  Sun  about  automobile 
coustructiou  aiid  faults,  the  bicycle  lias  tiual- 
ly  been  dragged  in.  It  is,  of  course,  regarded 
as  the  light  vehicle  par  excellence,  and  a 
well  informed  writer  lias  this  to  say  about  it: 
"The  conditions  enabling  so  little  cycle 
weight  to  carry  so  much  rider  weight  are 
two:  First,  the  pneumatic  tire  relieves  the 
cycle  from  shock,  and  lays  a  smooth  road  for 
the  vehicle  as  it  goes;  next,  the  rider  bal- 
ances the  cycle,  and  so  brings  the  load  al- 
ways exactly  in  line  with  the  plane  of  great- 
est strength  of  the  girder  formed  by  the  dia- 
mond frame  and  supported  at  its  ends  by  the 
wheels.  This  latter  condition  is  highly  im- 
portant, and  can  be  had  in  no  vehicle  except 
a  bicycle;  as  soon  as  a  third  wheel  is  added 
all  the  load  lines  are  changed,  side  stresses, 
absent  in  the  bicycle,  are  introduced,  and 
the  weight  must  be  vastly  increased  to  carry 
a  given  load." 

Now,  this  is  taking  away  a  great  deal  of 
the  honor  for  bringing  the  bicycle  to  its 
present  unique  position.  This  was  not  ac- 
complished easily  or  quickly  or  cheaply. 
Trade,  press  and  public  labored  for  a  great 
many  years  to  perfect  the  bicycle,  and  that 
success  crowned  their  united  efforts  Is  uni- 
versally conceded. 

Some  of  the  saving  in  weight  is  due  to  the 
pneumatic  tire— which,  by  the  way,  is  also 
used  on  automobiles— but  by  no  means  all  of 
it.     There  were  thirty-five  pound  bicycles- 


roadsters— with  solid  tires;  and  the  pneumat- 
ic tired  machine  of  to-day  will  not  scale  very 
much  under  that  if  similarly  equipped.  The 
air  tire  does  insulate  the  bicycle  from  many 
shocks,  but  it  also  entails  the  use  of  construc- 
tional methods  which  result  in  the  addi- 
tion of  considerable  weight.  The  net  result 
is  a  saving,  of  course,  but  by  no  means  as 
great  a  one  as  is  commonly  supposed. 

The  second  contention  referred  to  is  also 
vulnerable,  and  this  in  spite  of  its  general 
accuracy. 

The  addition  of  a  third  wheel  does  not  al- 
ways necessitate  a  vast  increase  in  weight. 
The  tricycle  furnishes  a  complete  demolition 
of  this  argument.  Tricycles  never  had  as 
much  attention  given  them  as  the  two- 
wheeler,  but  nevertheless  they  can  be,  and 
are,  produced  to  turn  the  scale  at  consider- 
ably under  forty  pounds.  Furthermore,  the 
details  of  construction  differ  but  little  from 
that  of  the  bicycle. 

No,  it  is  not  fair  to  take  from  the  bicycle 
one  iota  of  its  jvist  due. 

It  stands  out  clear  and  distinct  from  all 
other  vehicles  in  respect  to  its  own  weight 
and  that  carried  by  it.  The  credit  for  this 
belongs,  as  stated,  to  the  trade,  the  press 
and  the  public,  and  it  is  not  to  be  lightly  lost 
sight  of  or  permitted  to  be  assigned  to  any 
other  cause.         

"Defects  (in  motoeycles)  and  How  to  Rem- 
edy Them."  See  "Motoeycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co..  Boi 
<40,  New  York.  ••• 


Brakes  to  Burn. 

One  would  think  that  the  British  trade 
and  public  had  by  this  time  pretty  well  set- 
tled the  brake  question.  Certainly  there  has 
been  enough  talk  and  action  to  accomplish 
this  result.  But  tliere  appears  to  be  just 
about  as  much  of  this  as  ever,  and  new  ideas 
and  improvements  of  old  ones  are  constantly 
coming  to  the  front. 

Two  brakes  is  the  least  number  any  sane 
British  rider  will  put  up  with,  if  reports  are 
to  be  believed,  and  in  the  selection  and  Jit- 
ting  of  these  very  great  care  is  taken. 

One  firm  fits  two  rim  brakes,  and  they  are 
so  arranged  that  by  the  twisting  of  the  right 
handle  they  are  applied  simultaneously  and 
remain  on  until  the  handle  is  twisted  back 
again.  In  addition  to  these  two  rim  brakes, 
wliioli  tliey  recommend  most  strongly,  they 
have  a  very  light  and  effective  front  rim 
brake,  actuated  by  the  thumb  from  the 
handle  bar,  and  to  be  used  in  conjunction 
with  a  two  point  back  pedal  baud  brake. 


«< Coasted"  2  1-2  Miles. 

England's  rival  coaster-brake  manufactur- 
ers are.  still  contributing  to  the  gayety  of  the 
trade  in  their  war  for  possession  of  the  so- 
called  "free  wheel  record."  On  the  Aston 
track,  By  water,  who  appears  to  be  the  king- 
pin at  the  game,  "coasted"— that  is,  "sculled" 
or  "wriggled"  his  bicycle — the  amazing  dis- 
tance of  4,451  yards.  He  seesawed  the  first 
mile  in  10m.  19s.  and  two  miles  in  24m.  14s., 
and  the  2%  miles  and  51  yards  in  30m.  24s. 


"ELEGANT  WORK" 


New  York,  Nov.  22,  1901. 

H.  A.  Matthews  Co. , 

Seymour,  Conn. 
Dear  Sirs : 

Harden  these  pieces  and  re- 
turn them  to 

F.  H.  Richards, 

8th  floor,  15  Murray  St'., 

New  York. 

I  hope  they  will  be  as  good 

as  the  elegant  work  you  have  done 

for  us  before.   Return  with  hill. 

Faithfully, 

Horace  L.  Arnold. 


Elegant  Work "  is  the  Matthews  Forte. 


Jobbers,  Be  Wise! 


Handle  these 
Goods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


PENNSYLVANIA  RUBBER  CO. 
ERIE.   PA, 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK  CHICAQO  BOSTON 

BUFFALO  PHILADELPHIA 


Don't  close 

until  you 

consider 

our  entire 

line. 


2U 


THE  BICYCLING  WORLD 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 


w   ^ 


LIGHT    WBIGHT    RACING    MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN     HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHOE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 


MORSE  hSS^r  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  prictionless 
Rocker  Joints.  Insist  on  having  the 
Morse  Twin  Roller.  Fits  regular 
sprockets. 

Send  for  Catalogue  and 
Trade  Price  to 

Morse  Chain  Co.,  Inimansburg,  N.  Y. 


WANTS  AND  FOR  SALE. 

15  cents  per  line  of  seven  words,  cash  witli  order. 

\A/ ANTED — Everyone  interested  in  motor  bi- 
cycles to  purchase  "Motocycles  and  How  to 
Manage  Thenn."  Contains  126  pages  bristling 
with  information.  $1.00  per  copy.  For  sale  by 
The  Goodman  Co.,  154  Nassau  St.,  New  York  City. 

MOSITION — Wanted    as     branch     manager    or 
traveling  representive  for    I  ire  or  accessory 
house.    Large  acquaintance  in  the  trade.     Address 
X.  Y.  J.  Box  649,  New  York. 

AA/ ANTED — Bicycle  Salesman,  who  can   com- 
mand  trade    in  the    East ;  must  have   ex- 
perience.     Address  Key,  care  of   Bicycling  World. 


Motor  That  has  Novel  Features. 

Of  new  motors  and  motor  bicycles  there 
is  almost  no  end  in  the  English  trad€.  One 
of  the  latest  of  the  former  possesses  some 
entirelj^  novel  featm-es — novel,  that  is,  as  ap- 
plied to  bicycles.  The  flywheel  is  outside  the 
crank  chamber,  and  has  a  pulley  cast  on  it 
for  driving,  the  transmission  being  by  belt. 
It  is  fitted  with  a  magneto  system  of  ignition, 
and  this  is  noteworthy  as  being  the  firsz  to  be 
used  in  connection  with  a  bicycle.  The  motor 
is  made  by  the  Simms-Borsch  people,  whose 
system  of  ignition  is  Avell  known  in  connec- 
tiop  with  automobiles. 


"Motocycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound.  $1. 
The  Ooodman  Co..  Box  649.  New  York.    ♦•• 


Bicycle  Parts  and  Tubing 

WRITE   US    FOR   PRICES. 

The  Standaru  Welding  Co. 

ci_e:ve:i_ainjd,  omio 


NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  MFCk.  CO., 
Buffalo,  N.  Y. 


♦♦♦♦♦♦♦♦♦♦♦^ 


t   HAND  AND  FOOT  PUMPS,    t 


W 


Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 


l^ 


SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 

Depots:  a  10  Lake  St.,  Chicago.  ^ 

421   Broome  St.,  New  York  ^ 

♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ 


OILERS. 


PERFECT" 


LEADER" 


CEM" 


STAR" 


We  make  oilers  for  almost  the  entire  trade.     The 
quality  of  our  oilers  is  unequaled. 

CUSHMAN  &  DENISON  Mfrs.  240-2  W.  23d  St.  N.  Y. 


\     ^mEMAQlC        \ 

A  COMPLE|E:REPAIRTOOI.FORALL 
r       :;.  S:iNGtt:TUBE'TIReS^;»       /* 


HAS  A  POINTONLYXelN. DIAMETER. 
THE  MAQIC  is  as  good  as  ever.    But  prices  are  dif- 
ferent.      Get  our  new   quotations  for    1902   and    you 
will  be  right  in  it.      You  will  find  it  well  worth  the 
trouble. 
THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEEST.,  CHICAGO,  ILL. 


D.  &  .1."  HANGERS 


Single, 

Tandem, 

Triplet, 

LUTELr  THE  BEST     Quad  and 
Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  In  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicaga 


If  You  Desire 
Com/tlete  Motor  Bicycles 

You  cannot  get  a  better  one  than 

THE   MARSH. 

If  You  Desire 
to  Build  Your  Own  Motor  Bicycle 

We  can  supply  everything  which  you  require 
for  the  purpose.      Write  us. 

The  Motor  Cycle  M/g.  Oom,  Bfookton,  Mas  Am 


STEEL 
BALLS 


The  Best  in 
the  World. 


EXCELSIOR  MACHINE  CO.,  BUFFALO,  N.  ¥• 


laii 


THE  BICYCLING  WORLD 


215 


Have  you  ever 

handled  a  sundry 

that  sells  as 

easily  as 

This? 


THE  1902  MODEL 


ADMIRAL 

Combination  Lamp 


HA5  NO  SCREW  THREADS 
TO  CORRODE  AND  STICK. 


Our  Improved  Seal  and  Attach= 
merit  does  away  with  this 
trouble. 

The  only  lamp  on  the  market 
that  burns  oil  or  gas  in  the  same 
lamp. 

See  sample  and  quotations  be= 
fore  placing  your  orders. 


MADE  BY 


T^  ADMIRAL  LAMP  CO. 

MARYSVILLE,  OHIO. 

NEW  YORK  OFFICE,  SO  Warren  St. 

CHICAGO,  OFFICE,  154  Lake  St. 


The  Week's  Exports. 

Wliile    Great    Britnin    and    Gerninny    nc- 

countpd  I'or  the  lieaviest  shipments  last  week, 

Bavaria,  the  Britisli  We.^t  Indies  and  China 

ni.id(>  tidy  i)nrcliases  of  American  cycle  stuff. 

as  ilK'  foilowiuii'  detailed  record  attests: 

Antwerp— 5  cases  bicycles,  ^200;  1  case  hi- 
(•\  (le  material,  $150. 

Anistcrdnm— 7  cases  bicycle  material,  ^V)3. 

Kieni'm— 1  ca.se  bicycles.  .fJlO. 

British  East  Indies— 14  cases  bicycle  mate- 
rial, .i;s.i4. 

British  West  Indies— 48  cases  bicycle  mate- 
rial, -I;]. .503;  5  cases  motors  and  parts,  $927. 

British  Possessions  in  Africa— 8  cases  bi- 
cycles and  material,  $1,090. 

China— 62  cases  bicycle  material,  $1,448. 

Cuba- 5  cases  bicycle  material,  $113. 

Chili— 11  eases  bicycles  and  material,  .$281. 

Dntch  East  Indies— 2  cases  bicycles,  $1.50. 

French  West  Indies— 1  case  bicycles,  $40. 

Gothenbnrg— 1  case  bicycles,  .$25. 

Glasgow— 5  cases  bicycles,  $145. 

Genoa— 1  case  bicycles,  $25;  30  cases  bicycle 
material',  $1,155. 

Havre— 8  cases  bicycle  material,  $210. 

Hamburg— 104  cases  bicycles,  $7,225;  11  cases 
bicycle  material,  $298. 

Japan— 42  cases  bicycle  material,  $528. 

Liverpool- 19  cases  bicycles,  $495;  4  cases  bi- 
cycle material,  $157. 

London— 4  cases  bicycles,  $110;  125  cases  bi- 
cycle material,  $10,725. 

Mexico— 2  cases  bicycles,  $51. 

Xurembnrg— 31  cases  bicycle  material,  $3,410. 

Philippines— 32  cases  bicycle  material,  $1,130. 

Rotterdam— 2  cases  bicycles,  $62;  7  cases  bi- 
cycle material,  $335. 

Salonica— 7  cases  bicj''cles,  $120. 

San  Domingo— 1  case  bicycle  material,  $20. 

Southampton— 15  cases  bicycle  material,  $565. 

Urngnay— 13  cases  bicycles,  $279. 


Tourist  Cars  on  the  Nickel  Plate  Road. 

Semi-weekly  transcontinental  tourist  cars 
between  the  Atlantic  and  the  Pacific  coasts 
are  operated  by  the  Nickel  Plate  and  its  con- 
nections. Tourist  cars  referred  to  afford  the 
same  sleeping  accommodations,  with  same 
class  of  mattress  and  other  bedclothing,  that 
are  provided  in  the  regular  Pullman  sleep- 
ing car  service.  These  tourist  cars  leave 
Boston  on  Mondays  and  Wednesdays,  and 
leave  San  Francisco  on  Tuesdays  and  Fri- 
days. Berths  in  these  tourist  cars  are  sold 
at  greatly  reduced  rates.  Conveniences  are 
offered  without  extra  cost,  for  heating  food, 
or  preparing  tea  or  coffee,  affording  every 
facility  for  comfort  on  a  long  journey,  espe- 
cially for  families  travelling  with  children. 
Lowest  rates  may  be  obtained  always  via 
the  Nickel  Plate  Road  for  all  points  in  the 
West.  For  special  information  regarding  all 
trains  on  the  Nickel  Plate  Road,  including 
these  tourist  cars,  consult  your  nearest 
ticket  agent,  or  write  A.  W.  Ecclestone,  D. 
D.  Agt.,  385  Broadway,  New  York  City.  *** 


"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them."  $1.  The 
Goodman  Co.,  Box  649,  New  York.  •♦• 


ALL  THE 

WORLD 

AND  THEIR  WIVES 

LOVE 

LUXURY. 

IN  CYCLING 

THE 

C 
U 

s 

H 
I 

O 
N 

F 
R 
A 
IVI 

E 

PROVIDES  IT. 

IF  YOU  ARE  SELLINe  CYCLES 

WHY  NOT 

GIVE  IT  TO  THEM  P 


HYGIENIC  WHEEL  CO., 

Owners  of  Cushion   Frame  Patents. 

220  BROADWAY,    -    NEW  YORK. 


Century  Cycles 

couldn't  be  better. 

MILWAUKEE  CYCLE  CO.,    Milwaukee,  Wis. 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical construction, finish  and  materials  used, 
that  it  is  possible  to  produce.  Made  in 
one  grade  only,  the  highest.  Handsome 
in  appearance;  simple  in  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fit- 
ings  and  crank  hangers  on  the  market 
Our  IQ02  prices  are  /<?■:<.'.    Write  for  them. 

ARMSTRONG  BROS.  TOOL  CO., Chicago. 


J 


2U 


THE  BICYCLING  WORLD 


iVBW  DEPARTURE 
COASTER  BRAKE 


SOLD  EVERYWHERE  BY  EVERY  BODY/ 


lANUFACTURED 


^e  HtV*  DEPARTURE   8^^. 

SE-LLINC      AC&NTS 

John  H.  Graham  jt  Co. 

NtW   YORK  CITY. 


Boylston  St.  and  Park  Square, 

On  th*  border  of  the  most  famous      RnQHTr^N 
Public  Oarden  In  America.  L>V/0  I  V/l"^. 

G  A.  DAMON.  J.  L.  DAMON.  J.  L.  DAHON,  Jr. 


Fast  Trains 

Chicago  &  North-Western  Ry. 


The  Overland  Limited 

California  in  3  days 

The  Colorado  Special 

One  night  to  Denver 

The  Chicago-Portland  Special 

Oregon  and  Washington  in  3  days 

The  North-  Western  Limited 

Electric  Lighted— Chicago, 

St.  Paul  and  Minneapolis 

Duluth  and  St.  Paul  Fast  Mail 

Fast  train  to  head  of  lakes 

The  Peninsula  Express 

Fast  time  to  Marquette 

and  Copper  Country 

MO  change  of  cars.     The  best  of  every- 
thing.   Call  on  any  agent  for  tickets 
or  address 


461  Broadway  -  New  York 
ear  Chee't  St.,Philadelphia 
3SB  Washington  St.,  Boston 
301  Main  St.,  -  •  Buffalo 
212  Clark  St.,     •     Chicago 


435  Vine  St.,  -  Cincinnati 
507  SmithfldSt.,  Pittsburg 
234  Superior  St.,  Cleueland 
17  Campus  Martius,  Detroit 
2 King  St. ,East,Toronto,Ont 


All  American  wheelmen  who  deaire  to  keep  thenuelree 
pasted  opon  matters  concerning  the  cycle  in  Europe,  its  trade, 
■ — '-»,  and  sport,  should  subscribe  to 


THE  CYCLIST 

AND  BICYCLING  AND  TRICYCLING  TRADES  REVIEW. 

The  only  recognized  authority  of  English  trade  and  manufac- 
nre.     Sent  post  free  to  any  part  of  America  for  one  year,  $3.25. 

Aaierican  manufacturers  having  novelties  in  machines  or  sun- 
dries to  introduce  should  advertise  in 

THE    CVCLIST. 

Tsnns  on  application  to 

lUPPB  SONS  &.  5TURMEY.  Ltd., 
19  Hertford  Street,  Coventry,  Engrland. 

Menfeen  of  ths  Amsrioan  Trad*  vlsltlnf  England  art  Invited  to 
sail  at  THE  OYOLMT  Offie*  at  OnmUj,  or  at  3  St.  Bride  Stret 
Ludgate  Olrout,  London,  L  C. 


AUTOMOBILES 

WHAT   ARE   THEY   a-d    O 
WHAT   WILL   THEY    DO      f 


THE   MOTOR  AGE 

AUTOMOBILE    AUTHORITY   OF  AMERICA, 

'■'-  '      -  '■  '  324  Dea'Sorn  Street   CHlCi 


Throug^h  Train  and  Car  Service    n 
effect  April  29.  1900. 

TWO  FAST  TRAINS 

"Chicogo"  "North  Shore" 

Special  Special 

Via  Lake  Shore.    Via  Mich.  Cen. 


Lv.  Boston 

tO.45  A.M. 

2.00  P.M. 

Due  Albany 
"    Syracuse 

4.10  P.M. 

7.35     •• 

7.55      " 

11.25     " 

"     Rochester 

9.45      " 

1.15     " 

"    Buffalo 

11.40      •• 

"    Toledo 

5.55  A.M. 

"    Detroit 

8.25     " 

"     Chicago 

11.50      •' 

4.00  P.M. 

"Chicago  Special"  has  through  Buffet  Library  Smoking  Car, 
and  Dining  Car  to  Syracuse  and  from  Toledo  to  Chicago. 

"North  Shore  Special"  has  Dining  Car  to  Albany,  and  from 
St.  Thomas  to  Chicago.  Both  trains  run  daily  and  are  made 
up  of  the  most  modem  and  luxurious  vestibuled  Sleeping  Cars. 

For  other  service  west,  time  tables,  reservation,  etc.,  address 
A.  S.  HANSON,  Qen.  Pass.  Agt.,  Boston. 

If  you  ride  or  sell, 

or  intend  to  ride  «r  sell 

motor  bicycles 

"  Motocycles  and  How  to  Manage 
Them  " 

is  the  Very  book  you  need. 

Every  page  teaches  a  lesson.      Every  illustration 

"  speaks  a  piece." 

And  there  are  126  pages  and  41  pictures,  too 

Price,  $i.oo. 

The  Goodman  Co.,  1 24  Tribune  Bldg.,  New  York. 


If  You  are  Interested  in  Automobiles, 

THE  MOTOR  WORLD 


Will  Interest  You. 


It's  readable, 
and  you  can  understand  what  you  read. 

Published  Every  Thursday 

at  123-5  Tribune  Buildine,  New  York. 

ti  per  Year.  Specimen  Copies  Gratis. 


"■*'>>- 


^4KV'.J?.^<-^^. 


VlaEoekford,  Freeport,  Dubuque,  Independence, 
Waterloo,  Webster  City,  Fort  Dodge,  Bockweli 
City,  Denison  and  Council  Blufis. 

DOUBLE  DAlUr  SEIVIGE 

TO  OMAHA 

Buffet -library -smoking  cars,  sleeping  cars, 
tree  reclining  chair  cars,  dining  cars. 

Ticliets  of  agents  of  I.  C.  B.  B.  and  connecting 
toes.  A.  H.  HANSON.  G.  P.  A.,  Chicagtt. 

BOSTON  &  MAINE  R.R. 

LOWEST  RATES 
FAST  TRAIN  SERVICE 


Boston  and  ChicagOp 

St.  Louis,  St.  Paul, 
Minneapolis 

and  all  points  West,  Northwest,  South weiC 

Pullman  Parlor  or  Sleeping  Cars  on  all 
Through  trains. 

For  tickets  and  information  apply  at  any 
principal  ticket  office  of  the  company. 


D.  J.  FLANDERS,  Gen'l  Pass.  &  TIekit  Agt 

BOSTON. 

The  Best  Advertising  for   the 
Irish  Trade  is 

THE 
IRISH  CYCLIST 

Specimeo  copy  and  advertising  rates  on 
application  to 

R.  J.  MECREDY  &  SON,  Ltd.,  Proprietors, 

49  niddle  Abbey  St.,  DUBLIN. 


. 

"The  Damascus  of  America." 

THE  METROPOLIS 

OF  THE 

MIDDLE  WEST. 

Denver,    called    by    some  "The  Queen 
City  of  the  Plains,"  is  one  of  the  most 
beautiful  cities  in  the  United  States,  and 
the  view  of  the  Rocky  Mountains  from 
its  Capitol  Hill  is  one  of  the   grandest 
scenes   in    the    world.      You  can  reach 
Denver  in  two  days  from  New  York   or 
Boston  by  the 

NEW  YORK  CENTRAL  LINES. 

and  their  connections. 

The  gold  output  of  Colorado  last  year 
was  nearly  thirty  million  dollars,  or  about 
SIX  million  dollars  greater  than  in   1899. 
A  visit  to  Denver  is  always  interesting 
and  profitable. 

A  copy  of  No.  21   of  the  "Four-Track  Series,'' 
"  Round  the  World  in  60  days  "  will  be  sent  free, 
postpaid,  to  any  address    on  receipt  of  a  postage 
stamp,  by  George  H.  Daniels,  General  Passenger 
Agent,  New  York  Central  &  Hudson  River  Rail- 
road, Grand  Central  Station,  New  York. 

^^^^^^^^1 

^HBHHBB 

0. 


«^ 

«^ 


THE  YALE 
BICYCLES 


PLEASE  EVERYONE  EVERY- 
WAY    ALL    THE     TIME 


"VY7E  are  much  pleased  with  our  1902  models 

and   such   of   the  trade  that   has  seen 

them  express  entire  SATISFACTION*    xt    n 

OUR  TRAVELERS 
WILL     SEE    YOU 


THE  KIRK  MFG.  CO. 

TOLEDO,  OHIO 


^/a^aaaaaaaaaae^^aaaaeaaaait 


Snell  Bicycles 

HAVE  ALWAYS  BEEN  GOOD. 
MORE  CHANGES  FOR  1902 
THAN  EVER  BEFORE.  .-.  .-. 
STRICTLY    UP-TO-DATE 


The  Hussey  Bar 

IN    NEW    STYLES   FOR    1902 
CAPACITY  DOUBLED     .'.     .*. 


THE  SNELL  CYCLE  FITTINGS  GO. 


TOLEDO,  OHIO 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles, 

''Motocycles  and   How  to  Man- 
age Them" 

is  the  very  book  you  need. 
Every  page  teaches  a  lesson.     Every  illustration 

"  speaks  a  piece." 
And  there  are  126  pages  and  41  pictures,  too! 

Price,  $1.00. 
The  Goodman  Co.,  124  Tribune  Bldg.,  New  York. 


^Hi 


ilMHlH.; 


The  Bicycling  W^rld 

AND  MOTOCYCLE  REVIEW. 

In  which  b  incorporated  **  The  Wheel  and  Cycling  Trade  Review  "  and  the  '^  American  Cycttrt." 


\ 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  December,  12,  1901. 


No.   11 


MAKES  A  SORRY  SHOWING 


Canadian  Trust  Reports  a  Disastrous  Year 
— Even  its  Reserve  Fund  Disappears. 


Sensational  developments  were  forthcom- 
ing at  the  annual  meeting  of  the  sharehold- 
ers of  the  Canada  Cycle  and  Motor  Co.— the 
Canadian  Trust— held  last  week  at  Toronto, 
Can. 

The  report  of  the  directors  revealed  an 
alarming  state  of  affairs.  It  showed  that  in 
order  to  pay  two  half-yearly  dividends 
amoimting  to  .?175,(K)0,  both  the  reserve  fund 
and  the  profit  and  loss  account  from  the 
previous  year  were  wiped  out  entirely,  and 
the  profits  for  the  year  ending  August  31  last 
were  absorbed,  leaving  a  deficiency  of  $126,- 
000  in  addition.  This  is  bad  enough.  But  it 
was  further  shown  that  the  profits  have 
shrunk  to  practically  nothing,  the  total  for 
the  year  being  but  $2,035.28. 

The  profit  and  loss  account  for  the  fiscal 
year  reveals  the  company's?  remarkable  con- 
dition.    It  is  as  follows: 

Reserve  accoimt $25,000.00 

Profit    and    loss    account 

(from  1900) $28,421.43 

Written  off  during  year . .    6,543.09 


Add  profits  for  past  year. 


21,878.34 
2.0.35.28 


$48,913.62 
Paid  dividends  on  preferred  stocl- .   175,000.00 


Deficit $126,086.38 

The  statement  shows  liabilities  of  $6,7.50,- 
505.70,  made  up  of  accounts  and  bills  pay- 
able, $1,250,505.70;  capital  stock  preference 
shares,  $2,500,000,  and  coiumou  shares, 
$3,000,000. 

The  assets  consist  of  real  estate,  juachins'ry, 
plant,  tools,  fm-niture,  fixtures,  patents,  trade- 
marks, good  will,  etc.,  $4,958,.513.74:  Hamil- 
ton factory,  $26,823.11;  accounts  .lud  bills  re- 
i-eivable.  .$629,062.35;  stock  on  hand,  .$967,- 
<;S1.31.  and  cash  on  hand  and  in  banks,  -$42,- 
.".38,81.  making  a  total  of  $6,624,419.32. 

The  report  states  that  the  year  has  been  an 
nnxious  and  trying  one,  with  the  results  of 
the  trading  very  unsatisfactory.  Expecting 
.111  output  equal  to  that  of  the  preceding  year, 
factoiies  were  run  and  sales  departments 
orgai;i;^ed  on  that  basis.    The  report  says  the 


board  at  the  time  the  half-yearly  dividends 
were  paid  expected  that  the  earnings  for  the 
year,  plus  the  amount  carried  over  from  the 
open  profit  and  loss  account  of  the  previous 
year,  would  be  sufficient  to  pay  these  divi- 
dends. The  profit  and  loss  accounts  show 
their  miscalculations.  The  causes  given  for 
the  difference  in  results  are  given  as  in- 
creased cost  of  manufacture,  increased  cost 
of  selling  arising  out  of  a  lessened  output,  a 
less  favorable  result  from  the  Australian 
business,  and  the  necessity  of  selling  many 
wheels  at  the  close  of  the  season  at  reduced 
prices. 

Further,  it  is  stated  that  at  the  time  of 
organization  there  were  no  indications  of  a 
serious  reverse  of  the  bicycle  business,  and 
the  directors  believed  the  new  organization 
would  continue  to  hold  the  business  of  the 
companies  amalgamating.  This  belief  was 
proved  f alacious.  The  directors  were  also 
wrong  in  their  belief  of  a  year  ago  that  con- 
ditions would  improve  during  the  year. 
"S^'eather  conditions  are  given  as  the  chief 
cause  of  poor  business.  These,  however, 
were  not  all,  and  the  necessity  of  economy  is 
pointed  out.  Savings  are  expected  through 
the  consolidation  of  t^.e  sales  branches  and 
factory  plants  in  the  early  future.  Already 
one  factory  in  Brantford  has  been  closed,  and 
negotiations  are  now  in  progress  for  its  sale. 

The  report,  which  was  adopted,  contained 
a  clause  that  the  Managing  Committee  of  the 
Toronto  Stock  Exchange  be  requested  to 
withdraw  the  preference  stock  of  the  com- 
panj'  from  tlie  securities  listed  on  the  Ex- 
change until  such  time  as  the  companj-  shall 
resume  payment  of  dividends. 

The  Australian  business  this  year  is  said 
to  have  shown  an  increase,  but  profits  have 
been  less  owing  to  low  prices.  Some  busi- 
ness has  also  been  done  in  Japan  and  other 
foreisn  countries. 


MORROWS  AT  FOUR-FIFTY 


The  "  Angel  "  Qets  Judgment. 

.Judgment  for  $22,686  in  favor  of  J.  Over- 
ton Paine  and  another  vs.  Edmund  F.  Strat- 
ton.  was  entered  in  the  New  York  courts  this 
week.  It  is  believed  to  mark  the  end  of  the 
Stratton  Motor  Bicycle  Co.,  of  which  Strat- 
toR  was  the  active  man  and  Paine  the 
"angel."  Paine  is  a  Wall  street  broker,  and 
Stratton,  born  Gottschalk,  was  the  inventor 
of  the  bicycle  which,  listed  at  $150,  was  ex- 
hibited at  the  last  New  York  show. 


Eclipse  Mfg  Co. ,  Reduces  Retail  Prices  Fifty 
Cents — Situation  Grows  Tense. 


The  situation  in  the  coaster  brake  trade, 
which  has  been  gradually  growing  more  in- 
teresting, is  becoming  acute.  The  develop- 
ment of  the  week  was  an  unexpected  reduc- 
tion of  50  cents  in  the  price  of  the  famous 
Morrow,  $4.50  being  the  new  price  announced 
by  the  Eclipse  Mfg.  Co.  Without  striving 
for  a  word  play,  it  may  be  stated  that  there 
is  no  telling  what  the  morrow  may  bring 
forth  so  tense  is  the  situation  and  so  keen 
the  competition. 


Acme  Quits. 

The  Acme  Coaster  Brake  Co.,  Rochester, 
N.  Y.,  is  out  of  it.  While  the  Acme  people 
had  not  been  particularly  active  or  aggres- 
sive of  recent  months,  there  was  no  hint  of 
the  trouble  that  has  apparently  rendered 
them  homeless. 

"Matters  beyond  our  control"  is  the  rea- 
son ascribed  in  the  Acme  announcement  of 
the  fact  that  they  "have  been  compelled  to 
discontinue  business  for  the  present,"  the 
matters  in  question  having  left  them  "no 
place  for  the  transaction  of  business." 

"As  a  result,"  continues  the  notice,  "we 
will  not  be  in  a  position  to  offer  the  trade  a 
new  model  Acme  brake  for  1902,  nor  can  we 
receive  brakes  and  wheels  for  the  purpose  of 
replacing  extra  pai-ts.  We  will,  however, 
endeavor  to  supply  any  extra  parts  needed 
by  our  customers  for  the  1901  model,  as  far 
as  our  supply  of  such  parts  will  permit.  It 
is  very  probable  that  we  may  enter  tue  field 
at  a  later  date,  but  think  it  right  and  proper 
that  we  should  take  this  means  of  informing 
our  friends  of  our  temporary  discontinuance 
of  business." 


One  Jobber  Less. 

Brown  &  Wales,  who  for  many  years  were 
engaged  in  the  cycle  jobbing  trade  in  Boston, 
Mass.,  have  discontinued  that  branch  of  their 
business.  Manager  Clark,  who  was  formerly 
in  charge  of  the  department,  has  associated 
himself  with  the  E.  P,  Blake  Co,,  of  the  same 
city. 


222 


THE  BICYCLING  WORLD 


WHAT  EUROPE  WANTS 


Motor  Bicycles,  Says  Kievenaar,  but  Urges 
That  Past  Experience  be  Considered. 


There  is  a  great  field  for  motor  bicycles 
in  Europe,  according  to  G.  P.  Kievenaar,  of 
Amsterdam,  Holland,  who  but  confirms  the 
general  belief. 

Mr.  Kievenaar,  who  is  now  in  this  country 
on  other  business,  was  formerly  in  the  cycle 
trade  in  Amsterdam.  He  had  a  great  deal 
to  do  with  American  machines,  and  is  thor- 
oughly conversant  %vith  the  condition  of  af- 
fairs there.  He  talked  freely  to  the  Bi- 
cycling World  man,  principally  on  the  motor 
bicycle. 

"People  are  ready  for  this  machine,"  he 
said.  "Their  interest  has  been  awakened, 
and  it  only  remains  to  strike  "while  the  iron 
is  hot  by  following  up  this  interest  and  sell- 
ing them  motor  bicycles." 

After  a  few  questions  about  the  progress 
of  the  motor  bicycle  industry  in  this  coun- 
try, the  prices— both  wholesale  and  retail- 
asked  for  them,  the  prospects  for  immediate 
delivery,  etc.,  Mr.  Kievenaar  continued: 

"The  matter  of  price  is,  of  course,  an  im- 
portant one,  although  everything  does  not 
depend  on  it.  A  $200  list  would  not  be  out 
of  reason,  although  the  maker  who  could 
deliver  a  motor  bicycle  at  $150  could  make 
his  fortune  out  of  it  in  a  season.  He  could 
sell  them  by  the  thousand  without  the  slight- 
est trouble. 

"Now,  there  is  the  Minerva  motor.  It  is 
made  in  Belgium  by  an  engineering  flrm,  and 
has  met  with  very  great  success.  In  Eng- 
land most  of  the  motor  bicycle  makers  are 
using  it,  and  it  appears  to  be  giving  satis- 
faction. '\\'ell,  the  Minerva  people  lit  this 
motor  to  a  bicycle  whicn  they  make  also. 
This  they  sell  at  retail  for  -i(X)  guilders— 
that  is,  let  me  see,  $100.  Erom  tliis  figure 
they  give  a  good  trade  discount,  large  enough 
to  bring  the  net  price  down  to  a  figure 
where  the  retailer  can  make  some  money. 

"But  if  American  makers  are  to  do  any- 
thing in  Europe  Avith  their  motor  bicycles 
they  must  make  them  conform  to  lOuropean 
standards. 

"'J'hat  was  one  of  the  great  troubles  with 
tlie  ordinary  bicycle.  You  Americans  were 
too  fond  of  making  what  you  wanted.  You 
would  come  to  P^uropean  countries  and  try 
to  sell  bicycles  with  siiigle  tube  tires  and 
wood  rims  and  wood  mud  guards— if  any 
kind  were  supplied— and  such  things  that 
would  go  all  right  in  your  own  country;  but 
our  people  did  not  want  them  and  would 
not  have  them. 

"Many  a  time  I  have  argued  with  makers 
who  sold  me  American  bicycles,  and  it  was 
only  after  the  hardest  kind  of  work  that  I 
could  get  them  to  meet  me  more  than  half 
way.  The  kind  of  bicycles  they  made  wore 
liked  here,  and  they  could  not  see  why  they 
could  not   educate   European   riders   to  like 


them,    too.     If  they   could   not   do   so   they 
blamed  the  riders  instead  of  themselves. 

"That  was  the  secret  of  the  great  success 
that  attended  the  Monarch  bicycles.  The 
Monarch  people  gave  riders  just  what  they 
wanted,  and  they  were  well  rewarded.  I 
honestly  believe  that  there  were  more  Mon- 
archs  sold  in  Europe  than  any  other  make; 
and  this  was  the  case  sijrply  because  they 
were  designed  to  meet  European  tastes." 


MULLOY  NO  PESSIMIST 


In  the  Light  of  the  Columbia  Lamp,  he  finds 
no  Fault  With  Past  or  Future. 


How  the    Hammock-Type  is  Gaining. 

As  the  Bicycling  World  pointed  out  several 
weeks  since,  the  suspension  or  hammock 
type  of  saddle,  which  has  steadily  gained 
ground,  is  due  for  an  extensive  inning  dur- 
ing 1902;  time  and  additional  information 
have  but  served  to  confirm  the  assertion. 

The  Persons  Mfg.  Co.,  Worcester,  Mass., 
for  instance,  state  that  from  July  1  to  De- 
cember 1,  1901,  their  business  increased  ex- 
actly 90  per  cent  over  that  of  the  corre- 
sponding period  of  the  previous  year.  Look- 
ing ahead,  Pi-esident  Persons  states  that  or- 
ders for  future  delivery  now  on  file  exceed 
by  several  thousands  those  in  hand  at  this 
time  last  season. 

"It  is  going  to  be  a  good  year  for  the 
energetic,  and  a  bad  one — a  very,  very  bad 
one— for  the  sluggards  and  malcontents,"  he 
adds  prophetically— a  prophecy  that  is  very 
plainlj^  forecasted. 


Entending  the  Olive  Branch. 

It  is  given  out  that  the  National  Show 
will  hereafter  be  held  in  January,  beginning 
in  1903,  of  course.  This  will  leave  the  No- 
vember date  open  to  the  Stanley  show  and 
remove  much  of  the  friction  the  selection  of 
conflicting  dates  has  caused  of  late  years. 
It  is  also  stated  that  the  National  boycott 
will  be  removed.  Tliis  was  a  rule  excluding 
any  concern  exhibiting  at  the  rival  show, 
and  was  in  force  when  the  two  shows  were 
held  on  different  dates. 


Maynard  in  Springfield. 

The  Maynard  Rubber  Corporation  \\as 
last  weelc  incorporated  under  the  laws  or  the 
State  of  Connecticut,  with  a  capital  of  .fv.lMMt. 
The  company  Avill  locate  and  do  business  at 
No.  139  Bridge  street,  Springfield.  ^lass..  and 
will  make  a  specialty  of  bicycle  and  auto- 
mobile tires  and  accessories.  E.  ^^'.  .May- 
nard, the  president,  is  well  known  in  the 
bicycle  and  automobile  trade  throughout 
New  England. 

The  Wandering  Boy  Returns. 

M'^.  E.  Eldridge,  once  the  largest  dealer  in 
Newark,  N.  J.,  if  not  in  the  State,  has  I)een 
appointed  manager  of  the  Columbia  brancli, 
in  Boston.  Before  the  slump  set  in  Eldridge 
quit  the  bicycle  business  a  big  winner,  and 
then  lost  the  winnings  in  Western  mining 
ventures. 


Leased  to  Stevens. 

The  American  Bicycle  Co.  has  leased  llio 
old  Spalding  bicycle  factory  at  Chicopee 
Falls,  Mass.,  to  tlie  J.  Stevens  .Vrnis  and  Tool 
Co.  It  will  be  employed  in  the  ni;inuf,ic1ure 
of  rifle  barrels, 


There  arrived  in  New  York  on  Monday  an- 
other cycle  tradesman  who,  looking  either 
backward  or  forward,  does  not  view  matters 
through  indigo-colored  glasses— E.  W.  Mul- 
loy,  representing  the  Hine-Watts  Mfg.  Co., 
Chicago.  Mr.  Mulloy,  after  visiting  the  trade 
west  of  Buffalo,  had  crossed  into  Canada, 
and  reached  New  York  via  Portland,  Me., 
and  Boston,  Mass. 

"We  have  no  fault  to  find  with  the  busi- 
ness," he  said  in  answer  to  the  question.  "If 
I  am  not  greatly  mistaken,  our  Columbia 
lamp  was  the  only  gas  lamp  that  developed 
an  increased  trade  this  year,  and  my  trip 
has  convinced  me  that  our  sales  in  1902  will 
be  even  better  than  in  1901." 

"On  what  do  you  base  the  bexief  ?" 

"On  the  fact  that  we  have  held  all  our 
old  customers  and  have  made  quite  a  num- 
ber of  new  ones.  In  Canada  we  have  estab- 
lished connections  that  should  assure  a  sub- 
stantial increase  in  that  direction  alone." 

"Is  the  depression  across  the  border  as 
pronounced  as  reports  have  stated?" 

"I  can't  say  that  I  found  much  evidence 
of  it;  in  fact,  the  trade  in  Toronto  impressed 
me  as  being  very  much  alive  and  having 
more  confidence  and  less  conservatism  and 
lukewarmness  than  the  larger  cities  in  this 
country.  In  Canada  there  are  no  lamp  ordi- 
nances, yet  lamps  are  in  general  use,  and 
the  trade  appreciates  that  they  are  profitable 
articles  to  push.  When  one  approaches  a 
buyer  or  prospective  buyer  the  latter  does 
not  find  it  necessary  to  remind  him  that 
tliere  are  no  lamp  laws  in  force,  and  that 
tlierefore  there  is  no  use  in  trying  to  sell 
lamps.  In  tills  country  they  repeat  it  so 
often  that  It  rings  in  your  ears. 

••One  of  the  troubles  with  the  bicycle  busi- 
ness," went  on  Mr.  Mulloy,  "is  the  number 
of  people  in  the  trade  who  go  around  with 
1(  iig  faces  and  doleful  tones,  repeating  their 
convictions  tliat  tlie  bicycle  is  'dead.'  They 
don't  seem  able  to  appreciate  that  after  every 
iutens<>  effort  a  reaction  ensues,  and  that  It 
requires  tinu^  for  the  person  or  trade  af- 
fected to  i-egain  Ills  or  its  normal  condition." 

It  Is  pertinent  to  add  that,  although  a 
cyclist  for  ten  or  twelve  years,  and,  he  added, 
a  reader  of  the  Bicycling  World  for  the  same 
extended  period,  Mr.  Mulloy  did  not  become 
identified  with  the  cycle  trade  uni..  the 
"si rain"— the  boom— had  spent  itself. 


Ward  Retires. 

J.  J.  Ward,  proprietor  of  the  Connecticut 
Rubber  Co.,  Hartford,  Conn.,  previous  to 
the  incorpration  of  that  firm,  has  sold  his 
Interest  to  F.  W.  Starr  and  will  retire  from 
tlie  liusiness  on  January  1st.  ^tlr.  AVard  has 
been  in  ill  health,  find  is  golnf  South  tor  the 
winter,  .  ,    ,«  . ,,  , 


THE  BICYCLING  WORLD 


223 


ENGLISH  EVOLUTIONS 


Both  Cycle  Shows  Gave  Proof  That  Trade 

There  is  not  Stagnating — flany  old 

Friends  in  new  Form  Revived. 


What  with  motor  bicycles,  featherweights, 
cross  and  spring  frames,  the  two  English 
shows  held  last  month  furnished  plenty  of 
food  for  reflection  and  talk. 

In  almost  every  respect  the  exhihitious  met 
expectation.  There  was  an  improvement 
over  the  two  preceding  shows  in  a  materi- 
alistic way,  the  comparative  prosperity  of 
the  ti'ade  reflecting  itself  in  the  stands.  The 
Stanley  was  the  greater  gainer,  of  course, 
there  being  an  increase  in  the  number  of  ex- 
hibitors and  exhibits,  partlj^  due,  of  course, 
to  further  accessions  from  the  adherents  of 
its  rival.  But  what  the  National  show  lost 
in  this  respect  it  partly  made  up  for  in  tlie 
better  showing  of  those  remaining. 

At  the  1899  shows  the  "free  wheel"  was 
the  distinctive  feature,  while  at  those  of  a 
year  ago  the  cross  frame  occupied  an  al- 
most similar  position.  In  many  respects, 
therefore,  the  present  shows  possess  vastly 
more  novelty  than  those  immediately  pre- 
ceding. At  the  same  time,  there  is  nothing 
very  startling  shown,  nothing  that  had  not 
been  almost  entirely  discounted  in  advance. 

Aside  from  the  features  mentioned  above, 
such  smaller  but  nevertheless  important 
matters  as  free  wheels,  brakes  and  change 
gears  filled  the  public  mind.  TTie  first  named 
have  come  to  be  the  rule  instead  of  the  ex- 
ception, the  second  is  still  the  subject  of 
deep  study,  and  considerable  activity  is  ap- 
parent, while  the  third  has  hardlj^  began  to 
be  assertive.  In  other  constructional  details 
there  is  some  movement,  but  not  enough  to 
attract  any  great  amount  of  attention.  Brit- 
ish conservatism  sees  to  it  that  innovations 
—particularly  if  they  smack  of  transatlantic 
origin— are  accorded  scant  consideration. 

Perhaps  the  most  sti-iking  example  of  this 
—even  more  striking  than  the  increased  de- 
termination to  stick  to  the  designs  which  ap- 
pear to  please  the  British  public— is  found 
in  chainless  machines. 

These  are  shown  by  only  two  firms— the 
Quadrant  and  the  Acatene  companies.  The 
former  is  said  to  be  very  successful  witli 
it  type  of  chainless,  but  it  has  the  business 
almost  to  itself,  and  it  is  likely  to  continue 
to  be  the  sole  British  apostle  of  the  chain- 
less cult,  just  as  the  New  Rapid  Co.  is  of 
the  long  crank  idea.  There  is,  apparently, 
a  deep  seated  indifference  to  the  subject, 
neither  trade  nor  public  appearing  to  care 
a  jot  whether  the  chainless  drive  is  superior 
to  the  accepted  type  or  not. 

If  one  be  inclined  to  criticise  the  tendency 
of  the  British  rider  to  load  down  his  ma- 
chine, in  marked  contrast  to  the  severe  sim- 
lilicity  that  cliaracterizes  the  machines  pro- 
duced in  this  country,  it  is  well  to  remember 
that  these  are  healthy  signs.     Indifference 


and  simplicity  liave  gone  very  far  here,  and 
of  the  two  extremes  it  is  not  certain  that 
the  American  way  does  not  suffer  by  com- 
parison. 

Certainly  the  British  malcer  cannot  be 
accused  of  stagnating.  Whether  he  makes 
changes  of  his  own  volition  or  in  obedience 
to  the  prodding  of  the  public,  he  does  ac- 
complish something.  He  has  settled  that 
free    wheels    should    be    standard    and    has 


TYPES  OF  CROSS  FRAMES 

made  them  so.  Whether  there  is  anytliing 
in  the  cross  frame  or  the  spring  frame, 
whicli  of  the  types  of  motor  bicycles  pos- 
sesses the  greatest  number  of  advantages, 
how  far  the  fitting  of  brakes  should  go  and 
where  it  will  stop— these  and  a  dozen  other 
disputed  or  admitted  matters  are  at  least  in 
process  of  settlement. 

In  the  regulation  bicj^cle  the  featherweight 
is  tlie  newest  thing,  if  not  the  most  promi- 


THE  JAMES  SPRING  FRAME. 

nent  and  startling.  Under  the  lead  of  the 
Centaur  Co.,  considerable  progress  has  been 
made  in  the  direction  of  lightening  the  over- 
weighted British  bicycle.  It  has  been  ac- 
complished not  by  adopting  any  radical 
measiu'es,  not  by  effecting  changes  in  con- 
struction, but  by  eliminating  unnecessary 
weight  wherever  an  ounce  of  it  could  be 
foimd.  As  this  paring  process  comes  after 
years  of  comparative  indifference  to  the 
weight  question,  it  has  not  been  found  diffi- 
cult to  find  places  where  the  pruning  kaife 
could  be  wielded  to  advantage. 


Of  course,  nothing  really  remarkable  has 
resulted.  To  turn  out  machines  ranging 
from  20  to  2.5  pounds  is  something  that  any 
wideawake  maker  can  do,  and  this  is  just 
what  has  been  done.  To  be  sure,  brakes, 
guards,  free  wheels  and  otlier  weight  pro- 
ducing fittings  are  found  on  many  of  the 
machines,  but  almost  invariably  such  ma- 
chines, which  as  yet  form  but  a  small  .pro- 
portion of  the  total  number,  closely  approach 
the  2.5  pound  mark  or  even  exceed  it.  Never- 
theless, it  is  extremely  creditable  to  lop  off" 
wellnigh  half  a  dozen  pounds  without  weak- 
ening the  machine  or  robbing  it  of  comfort 
and  safety  giving  appliances. 

The  same  good  work  has  proceeded  in  the 
matter  of  drop  frame  machines.  Many  weak 
women  will  accomplish  better  results  in  con- 
'  sequence  of  the  scaling  down  that  has  taken 
place,  and  the  result  cannot  but  be  of  benefit 
to  the  entire  trade. 

It  has  been  frequently  remarked  that  the 
regulation  British  frame  was  strong  enough 
and  rigid  enough  and  to  spare.  But  there 
is  a  difference  of  opinion  regarding  this,  and 
in  a  dozen  or  more  varieties  of  cross  frames 
the  battle  is  being  fought  out.  Side  by  side 
with  them  are  found  spring  or  cushion 
frames,  among  the  latter  the  well  known 
Hygienic,  shown  by  the  Components  Co. 

'•You  pays  your  money  and  you  takes  j-our 
choice,"  aiid  if  any  doubting  buyer  cannot 
make  up  his  mind  between  the  cross  and  the 
cushion,  he  has  the  choice  of  the  James  com- 
bination cross  and  spring  frame. 

As  will  be  seen  by  the  cut  this  is  a  true 
diamond  frame,  with  two  supplementary 
tubes  running  from  the  rear  fork  ends  to  the 
lower  head.  These  tubes  are  broken  and 
have  springs  inserted  in  them  just  back  of 
where  they  enter  the  head,  while  there  is  a 
hinged  joint  just  back  of  the  upper  head;  in 
tins  manner  the  shocks  transmitted  by  the 
front  wheel  are  partly  absorbed  by  these 
springs. 

As  to  cross  frames  proper,  prettj'  nearlj' 
every  possible  combination  has  been  used. 
The  disposition  of  the  tubes  is  positively 
bewildering.  The  extra  tube  or  tubes— for 
sometimes  it  is  split— are  made  to  do  duty 
in  about  every  possible  position,  and  it  will 
be  very  strange  if  the  object  sought  is  not 
obtained  or  even  exceeded  in  some  of  them. 

Of  free  wheels  there  is  almost  no  end.  As 
has  been  stated,  they  form  the  standard 
equipment  now,  so  favorable  has  been  tlie 
verdict  pronounced  on  them. 

The  devices  of  English  make  have  come  to 
be  coasters  alone  in  nearly  every  case.  Q'hey- 
are  used,  of  course,  in  conjunction  with 
either  back-pedalling  rim  or  band  brakes  or 
with  those  of  the  hand  operated  variety.  If 
the  attitude  of  the  trade  is  correct,  the  Brit- 
ish rider  does  not  want  or  is  afraid  of  coaster 
brakes  as  used  in  this  countrj^- that  is,  de- 
vices with  hub  contained  brakes.  Of  the 
coasters  themselves,  they  are  divided  be- 
tween the  pawl  and  ratchet  and  the  roller 
clutch  types,  and  in  practically  every  case 
the  coasting  is  done  on  a  supplementary  set 
of  ball  bearings. 

iConUnued  on  page  238,) 


iSSa 


224 


THE  BICYCLING  WORLD 


ORIENT  BICYCLES 


Motor 

Cycles 

and 

Auto= 

mobiles 


nODELS  FOR  1902 
ARE  NOW  READY. 


WRITE  FOR  AGENCY. 


The  Orient  line  for  this  season  is  a  winner. 
Eight  elegant  models    ranging   from  $30  to  $50. 


Hand= 

some 

New 

Catalog 

is  now 

in  Press 


WALTHAfl  riANUFACTURINQ  COflPANY 

WALTHAM,    MASSACHUSETTS  '• 


Equal   them  — If  you   can. 

Investigate  the  merits    of   other  tires  —  find  out  what  they  are  made 
of,  how  they  are  made  and  how  much  they  cost.     Then  look  up  the 


FISK  TIRE. 


It  will  stand  investigation.  It  will  stand  comparison.  It  will  stand 
use.  Why  ?  Because  it  is  made  right — right  materials,  right  methods  of 
construction. 

You  cannot  find  a  better  tire  than  the  Fisk  —  you  can  easily  find 
many  that  are  inferior  to  it.     All  we  ask  is  an  investigation. 


FISK  RUBBER  COMPANY,  Chicopee  FalJs,  Mass. 


BOSTON,  SPRINQFIELD, 

604  Atlantic  Ave.  40  Dwight  St., 


NEW  YORK,  PHILADELPHIA,  SYRACUSE, 

83  Chambers  St.  916  Arch  St.  423  So.  Clinton  St, 


BUFFALO, 


DETROIT, 


CHICAGO, 


28  W.  Qenesee  St. 


252  Jefferson  Ave. 


54  State  St. 


SAN  FRANCISCO, 

114  Second  St. 


mmmmmmmmmmmmsmmfmmmmmmmmmm^mmwmi 


m 


FOUNDED; 

•1877.JS,' 

and/^::^fOCYCLE  REVIEW^^^ 

In  which  is  Incorporated 
'  -lie  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  G©0DMaN   eeMPHNY, 

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and  its  branches. 

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therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
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^S^  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


Nxw  York,  December  12,  igoi. 

What  of  the  Holidays? 

What  of  the  holiday  trade?  Is  it  to  be 
let  go  by  the  board,  or  will  the  trade  make 
an  effort  to  attract  in  its  direction  some  of 
the  business  that  is  now  being  done  on  sucli 
a  lavish  scale? 

Christmas  comes  but  once  a  year,  as  we 
all  know,  and  why  we  should  not  enjoy 
some  of  the  good  cheer  that  always  goes 
with  it  is  something  that  no  one  can  answer 
satisfactorily. 

As  long  as  bicycles  are  used  and  Christ- 
mas presents  are  bought  there  should  be 
a  connection  between  the  two. 

Time  was  when  this  comiectiou  would 
have  been  established  without  effort  on  any- 
body's part.  Gift  givers'  minds  instinctively 
ttu?ned  to  bicycles,  and  to  this  fact  the  re- 
cipient's happy  frame  of  mind  was  largely 
attributable. 

But  it  is  vastly  different  now.  The  wares 
of  the  cycle  dealer  no  longer  loom  large  in 
the  public  mind,  and  a  reminder  has  to  be 
administered  if  they  are  to  be  thought  of 
when  the  question  of  gifts  comes  up. 


THE  BICYCLING  WORLD 

It  is  obvious  that  the  part  of  reminder 
must  be  played  by  the  trade. 

It  must  jog  the  mind  of  the  giver  when  be 
is  cudgelling  his  brain  to  think  of  something 
appropriate,  something  needed,  something 
desired,  with  which  to  gladden  the  heart  of 
the  giftee. 

One  half  the  time  the  giver  has  not  the 
remotest  idea  of  what  to  select.  He  scans 
advertisements,  haunts  stores,  seizes  with 
avidity  upon  likely  lists  offered  by  ingenious 
merchants,  and  then  frequently  hits  upon 
something  that  the  recipient  does  not  want. 

It  may  be  said  that  those  willing  or  able 
to  give  away  bicycles  or  accessories  need  no 
reminder,  while  those  otherwise  situated 
would  not  pay  the  slightest  attention  to  one. 

The  fallacy,  and  also  the  futility,  of  such 
an  argument  is  very  plain. 

Did  other  merchants  believe  it  they  would 
make  no  effort  to  attract  extra  trade,  no 
preparation  to  cater  to  it.  But  it  is  as  plain 
as  a  pikestaff  that  they  go  on  just  the  op- 
posite theory. 

People  spend  money  at  this  time  of  the 
year,  sometimes  because  they  want  to,  at 
others  because  they  have  to.  They  are  fair 
game  for  all  hunters,  and  the  one  who  has 
the  longest  gun  or  the  best  aim  will  be  most 
successful  in  bringing  them  down. 


The  Good  Names  That  Endure. 

In  the  evolution  that  is  bringing  about  the 
siu-vival  of  the  fittest  one  thing  is  becoming 
manifest:  those  manufacturers  who  realized 
the  value  of  a  good  name,  and  who  made 
theirs  valuable,  have  cause  to  congratulate 
themselves.  ■*■ 

On  the  other  hand,  those  who,  with  small 
tliought  of  the  future,  were  carried  off  their 
feet  by  the  '■easj-  money"  which  came  of 
manufacturing  goods  which  were  marketed 
under  tlie  names  of  the  pm-chasers,  are  feel- 
ing the  pincli.  Evidence  to  that  end  is  accu- 
mulating daily.  These  makers  builded  only 
for  the  present.  It  was  such  an  ideal  condi- 
tion to  manufacture  only  for  a  few  big  peo- 
ple, to  carry  only  a  few  accounts,  and  those 
all  safe  risks;  the  saving  of  the  costs  of 
advertising  and  travelling  aud  other  ex- 
penses that  are  entailed  in  creating  and 
maintaining  a  reputation,  were  other  items 
alfecting  the  pocketbook  aud  that  appealed 
to  the  self-satisfaction  of  this  class  of  mauu- 
factin-er.  It  led  to  the  erection  of  factory 
additions  and  the  enlargement  of  factory 
facilities,  and  so  long  as  the  demand  gave  no 
indication  of  substantial  abatement  all  was 
roselike. 

But  when  the  pinch  began  to  make  itself 


225 

felt,  aud  the  few  big  purchasers  feeling  it 
began  to  lose  interest  in  the  bicycle  and  all 
that  pertains  thereto,  sought  goods  that  sold 
more  readily  and  promised  larger  or  quicker 
returns,  their  purchases  diminished  or  ceased 
entirely,  the  thorn  in  the  rose  began  to  prick. 

Having  made  their  own  name  and  their 
own  wares  of  little  or  no  worth,  and  having 
little  or  no  reputation  of  their  own,  these 
makers,  if  they  have  not  been  left  high  and 
dry  on  the  beach,  are  dangerously  near  it; 
their  large  factories  and  facilities  are  in  the 
nature  of  elephants  on  hand,  and  unless  new 
fields  of  manufacture  can  be  fotmd  the  em- 
barrassment must  continue. 

While  a  portion  of  the  trade  is  thus  dis- 
comfited, those  manufacturers  who  were  not 
content  to  hide  their  light  under  a  bushel 
and.  let  the  morrow  take  care  of  itself— that 
is,  those  manufacturers  who  advertised  aud 
reached  and  made  their  goods  known  not 
only  to  the  so  called  "big  people,"  but  to  the 
smaller  ones  as  well— are  reaping  the  re- 
ward of  their  foresight  and  persistence. 

When  the  common  people  are  not  carried 
off'  their  feet  by  a  tidal  wave  of  enthusiasm 
they  are  not  given  to  rash  investments;  they 
give  a  thought  to  results  and  to  the  future, 
and  when  this  is  the  case  it  is  the  article 
of  known  reputation  that  obtains  its  due.  All 
of  the  people  cannot  be  fooled  all  of  the 
time,  and  a  good  name  appeals  to  the  great 
multitude  who,  perhaps,  have  been  fooled 
some  of  the  time. 

This  state  of  affairs  has  about  been 
reached  in  the  cycle  trade.  The  ''good  name 
that  endures  for  ever"  is  counting  for  more 
tlian  it  ever  counted  before. 


Critics  Brought  to  Boole. 

Ever  since  the  American  bicycle  and  cycle 
material  became  a  serious  competitor  of  the 
British  productions  the  British  press,  while 
patriotically  lauding  its  own  wares  to  the 
sliies,  have  consistently  assured  the  world 
the  American  article  was  a  shoddy  creation 
and  one  to  be  despised,  or.  at  best,  to  be 
damned  with  faint  praise. 

Germany's  products  are  frequently  brack- 
eted in  the  statement,  and  if  these  purblind 
critics  are  to  be  believed  it  is  Great  Britain 
(aily  that  can  and  does  turn  out  a  really 
high  class  bicycle,  and  only  Britons  who  can 
appreciate  a  bicycle  of  the  sort. 

Even  the  last  issue  of  the  mildest  of  these 
critics,  the  Irish  Cyclist,  states  gravely  that 
as  a  result  of  price  reductions  there  has 
been  "wholesale  reductions  in  the  quality  of 
American  goods  with  very  few  exceptions." 


iir-ii[- 


226 


THE  BICYCLING  WORLD 


Aincricaiis,  il  states  I'lirllJcM',  "are  now  cou- 
(UmihuhI  to  rido  bicycles  iuforior  iu  every  re- 
sjieet,  Mie  majority  of  Ainericau  rums  at 
I  he  present  day  having  lost  the  art  of  turn- 
ing out  a  really  good  machine." 

The  queer  feature  of  sucli  steadfast  dam- 
nation of  the  American  bicycle  is  that  it  is 
confined  almost  wholly  if  not  wholly  to  the 
British  Isles.  It  is  so  rarely  heard  in  any 
other  part  of  the  world  that  the  inference  is 
unavoidable  that  it  is  only  au  Englishman 
wlio  lias  sutticieut  intelligence  to  build  and  to 
Ivuuw  a  high  grade  bicycle  when  he  sees  one; 
it  follows  as  infereutially  that  the  rest  of 
tlie  world  are  fools. 

But  our  own  experience  that  riders  are 
using  their  bicycles  longer  and  getting  as 
much  if  not  more  satisfaction  than  ever  be- 
fore is  being  duplicated  iu  other  countries. 
Thus  the  most  recent  issue  of  the  Bicycling 
Xews,  of  Birmingham,  publishes  a  commu- 
nication from  a  firm  in  New  South  Wales 
which  bears  directly  on  the  English  belittle- 
m.ent  of  American  goods,  and  which  is  cal- 
culated to  make  the  critics'  eyes  blinli. 

"You  English  business  people  need  some- 
thing to  stir  you  up,  as  there  is  no  doubt 
the  Americans  leave  no  stone  unturned  to 
c-ater  for  foreign  trade,  and  it  is  not  a  mat- 
ter of  waiting  the  convenience  of  being  sup- 
plied, as  many  English  houses  seem  to  thinli, 
l)ut  of  being  supplied  promptly  and  well," 
says  the  Australian  house  in  question.  "The 
v.rlter  notices  many  paragraphs  in  the  cy- 
cling press  re  the  inferiority  of  American 
products;  but  our  experience  tells  us  differ- 
ent, as  we  find  many  of  the  latter  quite  as 
good  and  cheaper  than  the  home  article- 
notably  spokes,  chains,  saddles  and  tires— 
and  some  of  the  high-grade  American  bi- 
cycles are  second  to  none,  and  I  speak  from 
a  workshop  experience  of  nearly  ten  years." 

While  this  is  in  the  nature  of  good  advice, 
it  will  probably  be  of  as  much  effect  as  is 
water  on  a  duck's  back ;  the  average  English- 
man, judged  by  his  publications,  appears  to 
find  enjoyment  in  deceiving  himself. 

One  of  the  great  troubles  is  due  directly 
to  the  methods  of  many  foreign  buyers  who 
visit  these  shores.  They  seek  cheapness  and, 
of  course,  have  no  difficulty  in  getting  as 
much  of  it  as  they  desire.  The  ways  of 
some  of  these  buj-ers  are  almost  beyond  un- 
derstanding. We  have  in  mind  a  London 
buyer  who  was  recently  here.  With  any 
number  of  reputable  houses  in  New  York 
with  which  to  deal,  he  did  business  with  the 
most  notorious  cut-throats  in  all  America,  a 
liouse  whose  very  name  reeks  with  cheap- 
and-nastiness,  and  whose  stock  is  made  up 


almost  \\hony  of  Jianieless  and  obsolete  jol) 
lols. 

In  this  country  a  man  can  purchase  pretty 
much  any  grade  of  anything  he  may  wish, 
and  it  is  no  secret  that  some  of  the  English 
buyers  are  the  most  consistent  seekers  after 
cheapness.  The  one  we  cite  is  an  example 
of  the  sort. 


Where  Does  the  Shoe  Pinch  ? 

It  is  a  little  odd  that  at  this  late  day  some 
of  the  strojigest  fulmiuations  against  the 
British  doctrine  of  free  trade  ever  emanat- 
ing from  persons  connected  with  the  cycle 
industry  should  be  launched. 

At  the  present  time  the  cycle  trade  in  the 
United  Kingdom  is  decidedly  more  prosper- 
ous than  it  has  been  for  a  number  of  years, 
and  there  is  every  indication  that  this  con- 
dition will  continue  to  prevail  and  even  to 
show  further  improvement.  Certainly  there 
is  less  ground  for  complaint  than  for  a  long 
time. 

Yet  here  is  the  president  of  the  Cycle  and 
Motor  Trades  Association  protesting  against 
the  present  system,  and  the  Cyclist  in  a 
long  editorial  attacking  that  cherished 
British  institution,  Free  Trade,  even  more 
savagely. 

Can  it  mean  that  the  foreign  competition 
shoe  is  still  pinching?  It  seems  scarcely 
possible.  American  and  German  cycles  and 
parts  are  still  shipped  to  Great  Britain,  but 
there  has  been  no  increase  such  as  would 
call  forth  cries  of  anger  and  pain.  On  the 
contrary,  the  British  makers  are  doing  more 
toward  holding  their  home  market  than  for 
some  time  past. 

The  only  other  hypothesis  is  that  the 
British  maker  desires  to  secure  his  old  time 
ascendancj'  throughout  the  world. 

In  the  furtherance  of  this  design  he 
imagines  that  the  British  ijolicy  of  free  trade 
is  a  hindrance  rather  than  a  help.  We  put 
up  no  barriers,  they  seem  to  say,  and  instead 
of  similar  complaisance  on  the  part  of  other 
countries  Ave  are  met  with  an  impassable 
tariff  wall.  If  we  can't  tear  the  latter  down, 
the  next  best  thing  is  to  erect  a  similar  one 
of  our  own. 

The  fallacy  of  this  argument  is  so  appar- 
ent that  the  wonder  is  that  it  is  not  at  once 
seen. 

Free  trade  is  only  for  nations  that  are  able 
to  compete  on  equal  or  superior  terms  with 
the  Avorld,  or  which  desire  the  admission 
duty  free  of  non-competing  articles  that  they 
desire  to  purchase  cheaply. 

As  long  as  Great  Britain  was  able  to  pro- 
duce better  or  cheaper  goods  than  any  one 


else  she  defied  eompetitiou,  and  at  the  «ame 
time  profited  through  free  trade,  inasmuch 
:is  she  got  cheap  I'aw  materials  and  food- 
stufl's. 

When  that  superiority  disappeared,  when 
Germany  and  America  achieved  equality,  or 
almost  equality,  the  position  was  altered,  but 
not  reversed. 

The  abandonment  of  the  free  trade  policy 
would  not  help  British  manufacturers  to  re- 
capture lost  markets  in  foreign  countries. 

The  only  effect  of  an  imposition  of  tariffs 
would  be  to  more  eflfectually  conserve  the 
home  markets.  No  other  country  would 
abate  one  jot  or  tittle  of  its  tariffs,  and  the 
embargo  on  British  goods  would  be  just  as 
effectual  as  before. 

Is  the  British  cycle  trade  constrained  to 
confess  that  it  needs  help?  That  it  can  keep 
foreign  cycles  from  driving  British  cycles 
out  of  Great  Britain  only  by  erecting  an 
impassable  tariff  wall? 

If  so,  it  is  in  a  worse  condition  than  our 
own  trade;  for  if  our  tariff  were  wiped  out 
to-morrow  no  British  manufacturer  could 
obtain  a  foothold  here. 


Because  the  Bicycling  World  pointed  out 
that  the  American  trade  is  permitting  its 
export  business  to  slip  between  its  fingers 
and  urged  that  some  heart  be  thrown  in  an 
effort  to  regain  or  retain  it.  Cycling,  of  Lon- 
don, suggests  that  "the  eagle  is  getting 
scared."  But  Cycling  misses  the  mark.  If 
the  eagle  really  was  frightened  he  would 
do  something.  He  would  either  run  or  fight 
back.  As  it  is,  he  is  doing  neither.  He  has 
simply  laid  down  and  is  letting  the  drift  of 
affairs  carry  him  pretty  much  how  and 
where  it  wnll. 


It  is  rather  rough  on  the  trade  of  this 
country  that  the  only  essentially  American 
exhibitor  of  bicycles  at  the  English  cycle 
shows  was  a  Chicago  mail  order  house— the 
same  that  gulls  the  unsuspecting  peoples  of 
two  continents  into  believing  that  the  house 
in  question  manufactures  its  own  bicycles, 
which  it  does  not  do.  The  only  balm  af- 
forded is  that  the  particular  exhibitor  is  not 
the  worst  of  the  mail  order  concerns. 


When  all  of  12,000  New  Yorkers  will  wait 
until  midnight  for  the  stai-t  of  a  six  days' 
race,  and  remain  for  hours  afterward,  inter- 
est in  cycling  cannot  be  so  "dead"  as  the 
calamity  howlers  would  have  us  believe. 


Will  the  return  to  one-inch  tubing  toring 
with  it  a  return  of  even  a  measm^e  of  the 
prosperity  that  ruled  when  it  was  before 
the  vogue? 


PPPOK 


THE  BICYCLING  WORLD 


227 


►♦♦♦♦»♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ »♦♦»♦♦♦♦ < 


**i 


HATIOHAL 
BICYCLES 


«SPM«a 


Lowell ,  Mass . , 

November  18,  1901 

Your  wheel  has  given  us  the 
"best  results  and 


♦ 
♦ 


♦ 
♦ 
♦ 
♦ 
♦ 
♦ 
♦ 
♦ 


♦ 


THE  CHAINLESS  IS  THE  VERY  BEST  CHAINLESS  ON  EARTH. 
When  your  traveler  comes  he  will  be  welcomed,  and  we,  no  doubt,  can 
continue  our  pleasant  relations. 


Yours  truly, 


L.  W.  McKAY  &  CO. 


^^Good  Bicycles  Only 


tt 


BAY  CITY 


MICH 


t 


T^ATIONAL 


►♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦♦♦♦♦♦♦»»♦♦♦♦♦♦»♦♦♦♦♦♦♦»♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦♦♦ 


The 


CINCH, 


The  IDEAL 

in  any  mechanism  is  the  simplest  possible  form. 

**  THE 
ONE  THAT 
COASTS,"    fulfils  this  requirement 

among  Coaster  Brakes.  There  are  but  THREE  PARIS  of  the 
driving,  coasting  and  braking  mechanism — but  three  pieces  more  to  handle  than  are  in  any 
ordinary  hub.     It  operates  perfectly,  performing  each  required  action  in  a  superior  manner. 

RUNS  THE  SEASON  THROUGH  WITH  A  SINGLE  LUBRICATION, 

FOR   CREAT    BRITAIN: 

RIGGS-SPENCER  COMPANY, 

5,  6  and  7  Singer  St.,  Tabernacle  St., 

LONDON,  E.G. 


RIGGS-SPENCER  COMPANY. 


IS/1  Arsl  U  i="  ACT U  R  E:  FRS, 

Rochester,  N.  Y.,  U.S.A. 


SOLD    BY   DISCRIMATING    DEALERS. 


iifTiiiii 


•"^'^"'Ti'--ir  tniliitn 


iat«a,.Mbii>..i>>,A^a.«faAMr 


228 


THE  BICYCUNG  WORLD 


(Continued  from  page  226.; 


The  coaster  brakes  of  American  manufact- 
ure are  well  represented.  The  Morrow,  the 
Barwest,  the  New  Departure,  the  Universal 
and  the  Cinch  constituted  a  representative 
gathering,  and  should,  one  would  think,  bear 
conclusive  evidence  that  it  is  quite  possible 
to  have  an  efficient  and  reliable  hub-con- 
tained dual  device. 

The  tire  brake,  of  course,  has  gone  out  of 
fashion.  The  band  and  the  rim  types  nave 
taken  its  place,  and  infinite  variety  and 
marvellous  ingenuity  are  displayed  in  their 
design.  A  marked  feature  of  both  snows  is 
the  number  of  thumb-operated  brakes  exhib- 
ited. At  this  distance  it  looks  as  if  this  de- 
velopment was  about  two-thirds  fad  and 
one-third  legitimate.  Immense  power  is  said 
to  be  obtained  with  some  of  these  brakes,  in 
spite  of  the  limited  strength  at  the  command 
of  the  rider,  and  there  is  certainly  something 
to  be  said  for  them  on  the  score  of  con- 
venience.   

Average  Profit  $1.70  Per  Bicycle. 

Profits  of  British  cycle  manufacturers  are 
anything  but  large,  in  spite  of  the  undeniable 
improvement  that  has  taken  place  this  year 
both  in  the  volume  of  business  and  the  prices 
obtained.  President  Frank  Bowden  of  the 
Raleigh  Cycle  Co.  and  of  the  Cycle  and 
Motor  Trades'  Association  touched  on  this 
subject  at  the  opening  of  the  National  Show. 
He  said  that  it  might  "naturally  be  sup- 
posed that  cycle  manufacturers  were  making 
very  handsome  profits,  but  such,  he  regretted 
to  say,  was  not  the  case,  because  a  careful 
calculation,  based  on  the  balance  sheets  of 
the  principal  cycle  companies  issued  this 
year,  satisfied  him  that  the  average  all  round 
net  profit  per  bicycle  had  been  less  than 
nine  shillings." 


CONCERNING  CHAINS 


Duryea  Espouses  the  Block  While  Gerrard 
Acclaims  the  Roller— Their  Arguments. 


Expressed  In  Cycling  Cipher. 

A  commercial  traveller  well  known  in  the 
cycle  trade  on  both  sides  of  the  Atlantic  adds 
this  to  the  collection  of  jokes  on  newly -made- 
happy  fathers: 

The  hero  is  the  manufacturer  of  the  wheel 
which  the  narrator  sells.  Being  compelled 
to  go  away  on  a  business  trip  about  the  time 
an  interesting  domestic  event  was  expected, 
he  left  orders  for  the  nui-se  to  wire  him  re- 
sults according  to  the  following  formula:  "If 
a  boy,  "Gentleman's  safety  arrived;"  if  a 
girl,  "Lady's  safety  arrived." 

The  father's  state  of  mind  may  be  imagined 
when  a  few  days  later  he  received  a  tele- 
gi"am  containing  one  word,  "Tandem." — 
Rocky  Mountain  News. 


First  Columbia  at  Less  Than  Fifty. 

The  first  Columbia  bicycle  that  was  ever 
listed  at  less  than  $50  is  being  catalogued  for 
1902.  It  is  priced  at  $40,  and  is  substantially 
the  $50  model  of  1901. 


"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them,"  $1.  The 
Goodman  Co.,  Box  649,  N«w  York.  ••• 


There  is  something  alluring  in  the  very 
title  of  the  roller  chain. 

"Roller"  sounds  so  much  better  than 
"block";  it  calls  up  such  pleasant  thoughts, 
intimates  that  the  chain  rolls  over  the 
sprocket  teeth,  instead  of  being  dragged 
over  them  by  main  force.  It  is  small  won- 
der, therefore,  that  the  roller  type  of  chain 
has  made  such  inroads  on  its  rival,  the 
block,  that  it  almost  monopolizes  the  auto- 
mobile industry. 

But  is  this  seeming  superiority  backed  up 
by  real  merit?  Does  the  roller  chain  deserve 
the  success  it  is  having?  Does  it  bear  ovit 
the  claims  made  for  it? 

That  veteran  tradesman,  C.  E.  Duryea, 
does  not  think  so.  Writing  of  the  subject, 
he  says: 

"The  chain  question  is  coming  up  in  im- 
portance on  the  automobile,  just  as  it  did  on 
the  cycle,  and  it  would  seem  reasonable  to 
suppose  that  the  conditions  which  finally 
decided  the  matter  on  the  cycle  would  like- 
wise decide  it  on  the  automobile.  In  the 
early  days  of  the  cycle  roller  chains  were 
very  frequently  used,  and  the  future  form 
could  not  be  foreseen.  Slowly,  however,  the 
advantages  of  the  block  chain  made  them- 
selves felt,  and  the  roller  ceased  to  be  used. 

"This  is  a  matter  of  history,  and  history 
repeats  itself.  It  is  possible  some  other 
condition  may  have  entered  which  will 
change  the  verdict  in  relation  to  the  motor 
vehicles,  but  not  probable.  To  the  writer 
therefore,  it  seems  likely  that  the  block 
chain  as  against  the  roller  will  endure.  The 
roller  chain  appeals  to  the  public  because 
it  has  a  roller.  This  suggests  freedom  from 
friction,  long  life,  little  noise,  etc.,  but  the 
roller  chain  has  more  parts  than  the  block 
chain,  and  here  is  where  the  trouble  begins. 
As  soon  as  the  parts  have  somewhat  worn 
so  that  dirt  enters  readily  the  deterioration 
of  the  chain  is  exceedingly  rapid,  and  this, 
as  much  as  anything  else,  killed  the  chain 
for  cycles,  and  will  probably  produce  a  like 
result  on  automobiles. 

The  block  chain  is  lighter,  simpler  and 
silenter  than  its  rival. 

"If  properly  fitted  it  will  give  excellent 
satisfaction  for  a  long  time,  and  on  this  point 
much  depends  on  the  maker.  "Properly  fit- 
ted" means  improperly  fitted,  and  here  is 
where  the  difficulty  begins. 

"Any  chain,  whether  roller  or  block,  will 
stretch  a  little  when  first  used.  It  therefore 
should  be  fitted  to  a  wheel  of  larger  pitch 
than  its  measurement  calls  for,  so  as  to 
allow  for  the  stretch,  bringing  it  to  proper 
pitch.  If  this  is  done  and  if  the  chain  is 
reasonably  protected  from  dirt  and  properly 
lubricated,  it  will  give  excellent  satisfaction. 
We  do  these  two  things  by  providing  our 


vehicles  with  a  leather  chain  case,  and,  fur- 
ther, we  provide  each  block  with  a  chamber 
in  which  is  placed  an  oil  retaining  felt 
adapted  to  lubricate  the  chain  rivets  at 
their  centres,  insuring  at  all  times  proper 
lubrication  and  preventing  largely  the  en- 
trance of  dirt.  Under  such  conditions  the 
block  chain  seems  perfection  itself." 

The  Reading  man  should  know  his  book, 
and  what  he  says  on  chains  must  be  ac- 
corded careful  consideration. 

But  an  even  more  competent  authority  is 
C.  R.  Garrard,  the  famous  English  chain- 
maker,  whose  firm,  by  the  way,  has  stopped 
making  block  chains,  confining  its  efforts 
entirely  to  the  production  of  the  roller  type. 
Mr.  Garrard  puts  it  this  way: 

"Let  us  see  why  we  put  the  roller:  There 
have  been  immense  quantities  of  chains 
made,  known  as  block  chains.  Now, 
when  the  block  enters  the  tooth  space  it 
goes  to  the  bottom  of  the  space  at  one  side 
of  it,  and  during  about  half  a  revolution  it 
has  to  creep  under  pressure  to  the  other 
side  of  the  gap  or  space;  then  the  chain 
straightens  itself  and  takes  it  out  of  the 
tooth. 

"Now,  the  tooth  and  the  block  have  very 
small  area  of  contact,  the  outside  of  the 
block  or  roller  is  in  the  best  position  for 
catching  dirt,  grit,  etc.,  and  in  actual  prac- 
tice lots  of  cutting  and  mutilation  have 
taken  place  in  block  chains,  and  a  general 
abandonment  of  their  use  has  ensued. 

"The  roller  has  the  same  dirt  and  grit  to 
contend  with,  and  the  same  very  small  area 
of  contact,  but  the  movement  does  not  take 
place  between  the  outside  of  the  roller  and 
the  tooth;  the  roller  sticks  and  binds  on  the 
tooth  under  the  pressure,  and  its  larger  and 
better  protected  area,  viz.,  between  the  in- 
side of  the  roller  and  the  sleeve,  gives  the 
movement  during  the  creep  imder  pressure. 

"Tests  will  show  that  the  loss  in  the  turn- 
ing effort  of  the  roller  is  only  some  55  per 
cent  of  that  of  the  block  chain  (both  dirty)." 

The  wear  of  the  roller  chain,  to  which 
Duryea  alludes,  is  not  touched  on  here  by 
the  English  chainmaker.  Speaking  in  the 
light  of  somewhat  ancient  history,  the  point 
is  well  taken.  The  lack  of  durability  of  the 
roller  chain,  when,  Some  eight  or  ten  years 
ago,  it  was  so  largely  used  on  bicycles,  was 
the  cause  of  its  being  displaced  by  the  block 
type. 

But  improvements  in  chainmaking  have 
taken  place  since  then.  Durable  roller  chains 
have  been  produced,  and  they  are  in  alu.u.  t 
universal  use  in  England,  both  on  bicycles 
and  automobiles. 


The  Hendee  Mfg.  Co.'s  Indian  motor  bi- 
cycle attracted  its  full  share  of  attention  at 
the  English  cycle  shows.  Substantial  evi- 
dence of  the  fact  accumulated  in  the  form  of 
orders  for  150  machines. 


The  American  Bicycle  Co.  has  "plumped 
strongly"  for  one  inch  tubing.  It  will  be 
used  on  practically  all  of  their  high  grade 
bicycles. 


■■mBVBqMm^i* 


BRITISH  MOTOR  BICYCLES 


Brave  Display  at  the  London  Cycle  Shows- 
Great  Diversity  and  Many  new  Depar- 
tures in  Evidence. 


As  was  expected,  motor  bicycles  consti- 
tute one  of  the  chief  features,  if  not  the 
chief  feature,  of  the  two  London  cycle  shows, 
which  ran  concurrently  November  22  to  30. 
Practically  all  of  the  Avell  known  manu- 
facturers, to  say  nothing  of  a  host  of  un- 
known or  little  known  ones,  had  one  or 
more  of  the  machines  on  exhibition;  three 
American  productions,  the  Mitchell,  the 
Auto-Bi  and  the  Indian  were  among  the  num- 
ber. 

There  are  a  few  motor  tricycles,  tandems 
and  quads  in  evidence,  but  the  bicycle  is  the 
machine  that  is  in  the  trade  eye.  While 
the  majority  of  them  are  little  more  than 
ordinary  bicycles  adapted  to  receive  foreign 


ENFIELD. 

made  Minerva  motors,  there  are  a  number ' 
in  which  some  originality  is  displayed.  With- 
out reference  to  the  Singer,  in  which  the  mo- 
tor and  other  driving  mechanism  is  inclosed 
in  the  rear  wheel,  there  are  several  attempts 
at  applying  a  motor  to  a  lady's  bicycle; 
Bayliss.  Thomas  &  Co.'s  Excelsior,  for  in- 
stance, is  not  half  bad,  as  the  accompanying 
illustration  will  serve  to  indicate.  The  motor, 
provided  with  a  float  feed  carburetter  of  the 
Panhard  pattern,  is  secured  to  the  lower 
tube,  and  is  cleverly  concealed  by  an  artisti- 
cally decorated  shield  or  guard;  the  petrol 
tank,  of  shape  to  fit,  is  stowed  in  the  angle 
formed  by  the  rear  fork  stays,  while  the 
battery  and  levers  are  secured  to  the  head 
tube  and  within  the  two  tubes  forming  the 
frame.  Incidentally,  Bayliss,  Thomas  &  Co. 
showed  twenty-four  motor  bicycles  in  all. 
The  Riley  Cycle  Co.  also  show  a  "first"— the 
first  spring  frame  motor  bicycle. 

The  Raleigh  Cycle  Co.,  Ltd.,  exhibit  two 
motor  bicycles  of  the  Werner  class,  each 
driving  the  front  wheel.  The  motors,  one 
of  which  is  a  genuine  Werner  and  the  other 
a  Daw,  are  each  provided  with  a  large  lubri- 
cator, between  which  and  the  crank  chamber 
is  a  hollow  cock.  When  the  handle  is  turned 
upward  this  cock  receives  one  charge  of  oil, 
and  the  lubricator  can  be  filled  up,  and  then 
holds  four  more  similar  charges.  When  the 
cock  is  turned  around  the  oil  it  contains  is 


THE  BICYCLING  WORLD 

discharged  into  the  crank  chamber,  and  at 
the  same  time  the  supply  from  the  lubricator 
is  cut  off.  As  the  cock  is  reversed  again,  so 
it  receives  another  charge,  which  is  held  in 
readiness  to  be  discharged  into  the  crank 
chamber  when  required. 

The    Holden    motor    bicycle,  recently  de- 
scribed in  the  Bicycling  World,  is  also  to  be 


HUMBER. 

seen.  The  motor  is  a  four  cylinder  horizon- 
tal one  of  3  horsepower,  and  is  water  cooled. 
The  cylinders  are  arranged  in  the  form  of 
two  tandem  engines  side  by  side,  and  each 
pair  of  pistons  is  connected  to  a  rod  com- 
mon to  both.  Thus  the  explosion  in  one  cyl- 
inder drives  the  opposite  piston  back  against 


233 

the  ordinary  Bantam,  Crypto  gear  being  em- 
ployed; but,  as  the  pedals  are  some  distance 
in  front  of  the  rider,  comfortable  footrests 
are  fitted  to  the  machine  on  each  side.  The 
motor  starts  so  readily  that  the  pedals  are 
not  necessary  and  will  be  abandoned,  as  the 
machine  will  start  on  a  hill  of  1  in  10  with- 
out them,  and  merely  by  pushing  it  at  a 
walking  pace.  Now,  the  question  arises 
whether  this  machine  is  a  motocycle  or  a 
car.  Lawyers  ai-e  chuckling  and  standing 
each  other  drinks  in  anticipation  of  the  good 
time  coming. 

One  of  the  neatest  motor  bicycles  in  the 
shows,  and  one  of  those  which  appears  to  be 
designed  on  most  mechanical  pi-inciples,  is 
the  Royal  Enfield.  In  this  the  motor  is  of 
the  Werner  pattern,  but  the  bearings  are 
larger,  and  the  crank  chamber  is  divided 
horizontally,  a  plan  which  allows  split 
bushes  to  be  used,  thus  giving  a  possibility  of 
adjustment.  The  engine  is  placed  high  up 
in  front  of  the  steering  socket,  and  is  at- 
tached thereto  instead  of  being  secured  to 
the  fork  crown  and  handle  bar,  as  in  the 
Werner.  This  allows  the  back  wheel  to  be 
driven  by  means  of  the  ordinary  belt,  but  I 


EXCELSIOR 
LADIES  MOTOR  BICYCLE. 

the  compression,  so  that  the  engine  is  well 
balanced  and  is  practically  air  cushioned, 
thus  greatly  reducing  vibration.  The  piston 
rods  are  connected  by  coupling  links  to 
cranks  on  the  rear  wheel  of  the  machine, 
which  wheel  has  a  fixed  axle  with  cranks  on 
the  outside  of  the  bearings  in  the  fork  ends. 


HOLDEN. 

The  wheel  is  very  small,  as  it  must  be,  hav- 
ing regard  to  the  fact  that  it  is  driven  direct; 
but  it  must  be  remembered  that  the  motor 
is  a  slow  speed  one,  running  at  only  500 
revolutions  per  minute.  Electric  ignition  is 
arranged  to  fire  each  cylinder  alternately. 
Ample  lubrication  is  provided  by  a  special 
arrangement  driven  by  a  small  belt  from  the 
half  speed  shaft,  a  few  drops  of  oil  being  con- 
stantly applied  to  each  cylinder.  The  front 
wheel  is  driven  after  the  manner  of  that  of 


RILEY. 

think  that  the  company  make  a  mistake  in 
crossing  this.  Having  regard  to  its  length, 
there  is  much  fear  of  the  belt  slipping.  Of 
course,  there  may  be  reasons  for  the  re- 
versal of  the  motor  on  account  of  the  gyro- 
scopic action  of  the  flywheels;  but,  bearing 
in  mind  the  height  of  the  engine  from  the 
ground,  this  action  may  well  be  disregarded, 
although  it  may  have  some  advantages  in 
the  case  of  those  machines  in  which  the 
motor  is  low  down.  Strange  to  say,  in  these 
latter  cases  the  plan  is  not  adopted.  The 
Royal  Enfield  is  fitted  with  a  powerful  band 
brake  on  each  wheel,  that  on  the  driver  be- 
ing applied  by  back-pedalling. 

The  Mitchell  motor  bicycle,  M'hich  is  mar- 
keted here  by  Davis,  Allen  «&  Co.,  is  to  be 
seen  on  several  stands,  and  the  position  of 
the  motor,  high  up  in  the  fore  part  of  the 
frame,  is  finding  some  favor.  On  the  other 
hand,  it  was  an  opinion  that  a  motor  so 
placed  is  necessarily  inclined  considerably, 
and  therefore  may  be  called  upon  to  work 
like  a  horizontal  engine. 

Vertical  motors  are  certainly  coming  in, 
and  the  new  rear  driving  Werner  (described 
in  last  week's  Bicycling  World)  indicates 
this.  In  this  case  the  motor  is  bolted  liter- 
ally between  the  crank  bracket  and  the  down 
tube,  the  crank  chamber  being  directly  in 
front  of  the  bracket,  the  front  tube  connected 
to  the  forward  part  of  the  motor.    The  cylln- 


"^^•^-^•^ 


234 


THE  BICYCUNG  WORLD 


der  is  actually  vertical,  but  the  motor  is  not 
so  low  as  mauy  of  the  Miuerva  types. 

Humber,  Ltd.,  show  four  motor  bicycles; 
three  are  of  the  Minerva  type,  and  do  not 
call  for  special  description,  but  the  fourth 
contains   several   features   of  novelty.     The 
front  bottom  tube  is  replaced  by  four  mem- 
bers, tubular  at  the  ends  and  solid  as  to  the 
centre  parts.    These  solid  parts  are  arranged 
around  the  cylinder,  which  lies  parallel  to 
them,  and  serve  to  secure  the  cylinder,  crank 
case  and  head  together.     The  bearings  of 
the  crank  shaft  are  also  mounted  on  these 
four  members,  the  crank  case  being  a  mere 
box  to  inclose  the  flywheels  and  carry  lubri- 
cating oil.    A  sprocket  pinion  is  mounted  on 
the  motor  shaft  by  a  spring  clutch,  and  trans- 
mits its  motion  to  a  double  chain  wheel  on 
the  crank  axle.     The  smaller   part  of  this 
chain  wheel   communicates    with    a    chain 
wheel  on  the  back  hub  by  an  endless  chain. 
The  ordinary  pedal  chain  gear  is  fitted  on 
the   other  side.     Free   wheels   are  fitted  to 
both  the  driving  systems,  and,  if  desired,  the 
motor   driving  gear  can  be  thrown  out  of 
action  by  a  catch,  so  that  the  rider  can  stop 
the  motor  on  running  down  hills,  and  he  can 
also  pedal  the  machine  without  driving  the 
motor.     The   two   main   chains    are   of  the 
same  length,  and  are  interchangeable.     An 
automatic  compression  tap  is  fitted,  which 
acts  during  only  half  the  stroke,  so  that  the 
niachine  is  always  ready  to  start  when  re- 
quired.    The  same  rod   serves   in  place  of 
one  electrical  wire,  and  also  advances  and 
retards  the  ignition.    Only  very  short  lengths 
of  the  waring  are  exposed,  and  the  circuit 
is  broken  by  merely  lifting  the  brake  lever, 
so  that  the  machine  is  very  readily  stopped. 
Thomson,  James  &  Heard,  Ltd.,  makers  of 
the  Mohawk,  are  strong  on  the  cross  frame 
method  of  cycle  construction,  and  they  have 
carried  this  into  their  making  of  motor  bi- 
cycles.    The  motor  is  arranged  in  the  lower 
triangle  above  the  bottom  bracket,  and  the 
driving  gear  is  on  the  Derby  system— that  is, 
by  means  of  a  chain  driven  pulley  rotating 
in  contact  woth  the  back  wheel.     The  free 
wheel  and  back  brake  are  provided  by  the 
New  I>eparture  coaster  hub,  and  a  rim  brake 
is  fitted  to  the  front  wheel.     The  tanks  are 
set  in  the  panel  of  the  frame  above  the  motor. 
In  the  Ormonde  the  motor  is  clamped  be- 
hind the  diagonal  tube,  and  drives  the  rear 
wheel   through   a   belt.     The   tanks   are   ar- 
ranged in  the  usual  position  under  the  top 
tube,  and  a  spray  carburetter  with  float  feed 
is  emjfloyed.     An  exhaust  valve  lifter  to  be 
operated  through  a  Bowden  wire  1)y  twist- 
ing the  right  handle  is  in  course  of  prepara- 
tion.    The  contact   breaker   is   of  the   pure 
make-and-break  type,  the  end  of  the  blade 
being  fitted  with  a  roller,  which  takes  the 
wear,  but  only  comes  in  contact  with  the 
projection  on  the  cam,  so  that  the  wear  itself 
is    comparatively   slight.     The    cylinder    is 
screwed  on  to  the  top  of  the  crank  case  and 
clamped,  making  a  very  close  joint. 

In  general  design  the  Singer  motocycles 
are  unchanged.  The  motor  bicycle  is  now 
made  with  a  28-inch  front  wheel,  lengthened 
wheel  base,  lubrication  from  saddle  by  pump, 


and  cock  attached  to  lubricating  tank,  spring 
seat  pillar,  and  a  very  powerful  back  rim 
l)rake  applied  by  a  wedge.  The  toothed 
wheel  gearing  is  now  entirely  inclosed  in  a 
dustproof  case,  which  not  only  tends  to  keep 
it  quiet,  but  also  thoroughly  protects  it  from 
dirt.  The  air  supply,  which  requires  adjust- 
ment two  or  three  times  in  the  course  of  a 
day,  was  originally  effected  at  the  engine, 
and,  of  course,  necessitated  a  dismount.  It 
is  now  controlled  by  a  handy  little  lever  on 
the  top  tube.  In  the  tricycle,  in  which  the 
motor  wheel  is  the  steering  wheel,  some 
clever  tandem  connections  are  shown.  One 
takes  the  form  of  a  bicycle  saddle  behind 
the  main  axle.  The  rear  rider  is  supplied 
with  pedals  and  free  wheel,  so  that  he  and 
the  steerer  can  work  if  necessary.  This  en- 
ables a  high  gear  to  be  used  without  diffi- 
culty at  starting.  The  arrangement  is  very 
bght  and  simple.  The  other,  intended  for 
ladies'  use,  has  a  comfortable  upholstered 
seat,  and  an  alternative  form  provides  im- 
mense luggage  carrying  capacity. 

The  Crypto  Works  Co.,  Ltd*.,  showed  their 
motor  bicycle,  on  which  the  motor  is  clamped 
by  the  crank  case  in  the  angle  of  the  frame 
above  the  bottom  bracket,  the  silencer  being 


THE  NEWEST  MOTOCYCLE  SADDLE. 

directed  forward  and  upward  parallel  to  the 
bottom  tube.  A  small  pinion  on  the  motor 
shaft  gears  with  the  spur  teeth  on  a  double 
Avheel  mounted  on  a  double  ball  bearing  on 
the  exterior  of  the  pedal  crank  bracket.  The 
other  part  of  the  wheel  has  sprocket  teeth, 
and  is  geared  to  another  sprocket  wheel  on 
the  back  hub  by  an  endless  chain.  No  other 
chain  is  employed.  The  back  axle  carries  a 
clutch,  by  which  the  rider  may  propel  the 
machine  and  start  the  motor  when  required. 
When  the  motor  gets  to  work  the  rider  dis- 
continues, or  he  may  help  it  upnill  or  under 
other  difficulties.  The  transmission  is  de- 
cidedly interesting. 

Casswell,  Ltd.,  exhibited  a  variety  of  motor 
bicycles;  among  them  is  the  Frogmore,  in 
which  the  bottom  tube  is  divided  midway  of 
its  lengtli  to  receive  a  part  of  the  crank 
case  of  a  vertical  motor.  Chain  drive  is 
employed.  The  petrol  tanks  are  arranged 
Ijchind  the  motor,  and  feed  the  same  through 
a  positive  carburetter.  Next,  there  is  a  mod- 
ification of  the  Minerva  motor,  in  which  the 
cross  frame  is  employed,  and  additional  stays 
are  carried  below  the  frame  proper  to  sup- 
port the  motor  on  the  under  side  and  at  the 
back.  The  tanks  are  more  neatly  arranged 
in  this  frame  than  might  be  thought  pos- 
sible, and  here  also  a  positive  carburetter  is 
fitted.  The  driving  is  by  a  belt  to  the  back 
wheel. 

The  Progress  Co.  show  three  machines  in 
which  the  motors  are  also  placed  vertically, 
tlie  lower  tube  being  curved  downward  after 
leaving  the  bracket,  so  that  it  laps  round 


the  bottom  of  tlie  crank  chamber,  and  is  then 
carried  to  the  l)ottom  of  the  steering  socket. 

King  &  Co.,  of  Cambridge,  show  what  is 
probably  the  most  powerful  motor  bicycle, 
bar  the  Holden,  in  either  show.  It  is  fitted 
with  a  21/4  horsepower  motor,  which  is  car^ 
ried  at  the  same  angle  as  the  Mitchell,  rest- 
ing upon  the  lower  front  tube.  The  head 
of  the  machine  is  made  in  two  distinct  parts, 
and  these  are  connected  by  curved  tubes 
passing  round  the  cylinder,  the  head  of 
which  passes  really  through  the  steering 
socket.  The  transmission  is  peculiar.  A  belt 
drives  from  the  motor  to  a  small  shaft  placed 
in  front  of  the  crank  bracket,  and  beside  this 
pulley  is  another,  whence  is  a  belt  to  the 
rear  wheel.  This  plan  is  adopted  to  save 
width,  as  the  outer  of  the  two  belts  would 
come  in  contact  with  the  rider  were  it  car- 
ried directly  to  the  driving  wheel,  and  the 
width  of  the  motor  does  not  allow  it  to  be 
placed  nearer  the  centre  line  of  the  frame. 
This  machine  is  terribly  heavy,  as  can  easily 
be  imagined. 

The  Hendee  Mfg.  Co.'s  (American)  Indian 
motor  bicycle  is  also  on  view.  This,  as  you 
all  know,  has  the  motor  in  the  actual  frame, 
the  engine  forming  part  of  the  down  tube  of 
the  latter.  The  opinion  seems  to  be  that 
the  cylinder  is  too  near  the  legs  of  the  rider. 
The  drive  of  the  motor  is  by  means  of  a 
chain  passing  over  the  small  gear  wheel  on 
the  shaft,  and  thence  to  a  large  wheel  on 
the  crank  axle,  while  another  chain  trans- 
mits the  power  to  the  road  wheel.  The 
small  toothed  wheel  seems  to  me  to  be  likely 
to  cause  trouble  with  the  chain;  at  any  rate, 
that  is  the  general  view  here.  The  Crypto 
Co.,  Ltd.,  show  a  machine  with  a  similar 
drive,  but  geared  wheels  are  substituted  for 
the  chain  from  the  motor  to  the  crank  axle. 
The  engine  itself  is  of  the  ordinary  pattern, 
placed  in  the  frame. 

Apart  from  bicycles,  the  newest  and  most 
original  motocycle  displayed  is  shown  by 
the  Quadrant  Cycle  Co.,  Ltd.,  a  novel  form 
of  tricycle,  which  is  said  to  be  cheaper  than 
the  ordinary  type,  but  is  not,  according  to 
the  list.  The  back  wheel  is  driven  after  the 
style  of  the  "Crypto"  machine,  brought  out 
years  ago.  The  steering,  however,  is  novel. 
At  each  end  of  the  front  axle  is  a  vertical 
piece  some  six  inches  long,  and  from  each 
of  these  pieces  run  two  pairs  of  shackle 
arms,  which  are  hinged  on  bolts,  and  are  at- 
tached by  corresponding  bolts  to  the  steering 
sockets  proper,  which  are  held  parallel  with 
the  end  pieces  of  the  axle.  The  steering 
sockets  are  kept  away  from  the  end  pieces 
when  the  machine  is  travelling  in  a  straight 
course  by  means  of  a  couple  of  cams  at- 
tached to  the  bottom  of  the  steering  posts, 
and  turning  with  them.  These  cams  engage 
with  rollers  on  studs  from  the  bottoms  of 
the  vertical  pieces  of  the  axles.  The  cams 
are  so  shaped  that,  as  the  wheels  are  steered, 
the  sockets  held  by  the  shackles  are  allowed 
to  approach  or  recede  from  the  ends  of  the 
axle.  Thus  the  latter  is  automatically  slant- 
ed to  the  inside  of  the  curve  the  machine  is 
taking,  the  amount  of  inclination  correspond- 
ing with  the  sharpness  of  the  curve.    In  ad- 


THE  BICYCLING  WORLD 


235 


dition  to  this,  the  onnibinod  fictions  of  the 
shackles  actually  carries  the  axle  over  bodily 
to  the  inside  of  the  curve,  the  extreme  move- 
ment being  about  an  inch.  From  the  centre 
of  the  axle  a  tube  rises,  the  upper  end  of 
which  passes  through  what  is  really  the 
steering  socket  of  an  ordinary  safety,  which 
the  rear  part  of  the  machine  actually  is;  but 
it  is  tightly  locked  to  this,  so  that  no  move- 
ment is  possible.  Through  this  tube  there 
passes  the  steering  post  from  the  handlebar, 
the  bottom  of  this  post  being  provided  with 
an  arm  connected  by  rods  to  the  arms  of 
the  short  steering  posts  in  the  steering  sock- 
ets proper.  As  the  axle  is  leaned  over  in 
the  action  of  steering,  so  it  leans  the  rear 
wheel  and  motor.  This  front  part  can  be 
entirely  removed,  and  an  ordinary  steering 
wheel  and  front  fork  be  substituted,  in 
which  case  the  machine  is  converted  in  a 
few  minutes  into  an  ordinary  pattern 
Minefva  motocycle,  for  the  new  type  of 
Minerva  engine  is  the  motor  employed. 
The  price  of  this  mcahine  is  $375  as  a  tri- 
cycle only,  or  $390  with  the  extra  front 
wheel  and  fork  to  convert  it  into  a  motor 
bicycle.  The  same  handlebar  and  brake  fit- 
tings are  used  in  either  form. 

In  sundries  the  motocycle  saddle  exhibited 
by  Leatheries,  Ltd.,  and  shown  by  the  ac- 
companying cut,  was  about  the  newest  cre- 
ation. 


CONDEMNED  THEM 


Although    he    had    Never    Tried    Coaster- 
Brakes  he  was  "Agin  Them." 


Leverage  of  the  Leg. 

Leg  leverage  is  a  negligible  quantity,  ap- 
parently, in  the  opinion  of  a  Susanville  (Cal.) 
man,  who  has  patented  a  "bicycle  attach- 
ment" designed  to  utilize  the  force  exerted 
by  the  upper  portion  of  the  leg,  as  well  as 
that  made  effective  at  the  end  of  the  leg, 
that  is,  the  foot. 

"To  so  construct  and  arrange  the  seat  and 
the  connecting  operating  mechanism  that  the 
weight  of  the  rider  will  propel  entirely  or 
materially  assist  in  running  the  machine, 
and  also  to  use  the  greater  and  easier  leg 
driving  poAver  of  the  rider  at  the  thighs  or 
upper  parts  of  the  legs,  thereby  making  it 
much  easier  to  run  and  faster  in  speed,"  is 
the  stated  object  of  the  invention. 

To  attain  it  there  is  pivoted  on  either  side 
of  the  seat  post  a  short  lever,  connecting  at 
its  forward  end  with  a  driving  rod  attached 
to  the  crank  at  the  pedal  shaft.  Adjustably 
secured  to  the  pivoted  lever  is  a  vertical  bar 
having  a  horizontal  pin  at  the  top,  the  lat- 
ter being  covered  by  a  rubber  roller. 

It  is  this  roller  which  rests  against  the 
under  side  of  the  leg,  and,  by  adjusting  the 
height  of  the  support  to  correspond  with  the 
throw  of  the  cranks  and  the  position  of  the 
legs,  considerable  extra  force  is  added  to  the 
downward  stroke  of  the  pedal. 

By  varying  the  position  of  the  roller  sup- 
ports the  rollers  can  be  made  to  travel 
through  a  very  small  or  large  arc,-  with  a 
corresponding  decrease  or  increase  of  lever- 
age. 


He  had  ridden  a  considerable  distance,  to 
judge  by  the  appearance  of  bis  clothes  and 
his  wheel.  He  put  the  latter  in  the  baggage 
car  and  walked  into  the  smoker,  giving  a 
grunt  of  satisfaction  as  he  sunk  into  the 
soft  cushions. 

"Do  you  use  a  coaster-brake?"  the  Bi- 
cycling World  man  inquired,  after  a  few 
general  remarks  had  been  exchanged.  He 
had  noticed  that  the  machine  did  not  have 
one  of  these  useful  devices  affixed  to  it, 
hence  the  question. 

"Coaster-brake?"  the  questioned  one  re- 
peated. "Not  much!  I  woiild  not  have  one 
en  my  machine,  not  if  some  one  would  make 
me  a  gift  of  it." 


Morgan  xWrightTires 
are  good  tires 


ONLY     WAY    TO    CURE 
SOME     LEAKY    TIRES     IS 
TO     PUT     INNER    TUBES    IN 
THEM,   THUS    MAKING 
THEM    DOUBLE -TUBE    TIRES 


Morgan  &Wrigmt 


mtmm 


"Motocycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound.  $1. 
The  Goodman  Co.,  Box  649,  New  York.    ••• 


New  York  Branch:    214-216  West  47th   Street 

"Don't  like  them,  eh?" 

"No,  they're  no  good  at  all.  Just  bother 
you  and  make  your  wheel  run  hard,  without 
being  of  any  use.  No,  sir;  no  coaster-brake 
for  me." 

"Tried  it  and  didn't  like  it?" 

"Well,  no,  not  exactly.  Fact  is,  I  never 
was  on  one.  But  I've  heard  the  other  fel- 
lows talk  about  them.  They  say  they're 
rotten,  especially  for  riding  about  town.  But 
I  never  had  one  myself.  Have  you?" — this 
apparently  with  the  idea  of  carrying  the  war 
into  the  enemy's  camp. 

"Oil,  yes;  I  have  used  one  for  more  than 
two  years." 

"Well,  how  do  you  like  it?" 

"I  would  not  be  without  it  if  it  cost  ten 
times  as  much  as  it  does.  It  lessens  my 
work  by  30  per  cent  or  more,  gives  me  no 
end  of  pleasure,  and  leaves  me  comparatively 
fresh  at  the  end  of  a  long  ride." 

"But  you  don't  want  to  be  coasting  all  the 
time.    Doesn't  it  bother  you  at  other  times?" 


"Certainly  not.  Why  should  it?  As  long 
as  I  iiedal  it  is  tlie  same  as  a  fixed  gear.  It 
is  only  wlien  1  stop  that  it  becomes  a 'Coaster 
or  a  brake." 

"Oh.  I  don't  want  any  brake.  Never  use 
one,  as  I  can  back  pedal  wherever  I  want 
to  go." 

"Of  course  you  can.  But  did  you  ever  stop 
to  think  how  much  back-pedalling  takes  out 
of  you?  Or  how  much  easier  it  is  to  let 
the  weight  of  your  foot  do  the  braking  for 
you?  You  try  a  coaster-brake  and  see  how 
much  it  saves  you.  Besides,  you  can  con- 
trol the  machine  better,  as  well  as  easier, 
with  the  device  than  in  any  other  way.  You 
take  my  advice  and  give  the  coaster-brake  a 
trial,  instead  of  forming  opinions  regarding 
it  on  hearsay.     You  will  never  regret  it." 


Others'  Misfortunes  his  Gain. 

While  not  exactly  wishing  accidents  to 
happen  to  the  contestants  in  the  six  day 
race  at  Madison  Square  Garden,  there  is  one 
man  who  is  able  to  bear  up  under  the  in- 
fliction. 

This  is  "Bicycle"  Oliver,  the  individual 
who  has  the  repairing  privilege  at  the  Gar- 
den. Even  while  condoling  with  and  feel- 
ing genuine  sympathy  for  the  poor  devils 
who  find  themselves  in  need  of  his  services, 
he  cannot  help  inwardly  congratulating  him- 
self upon  the  briskness  of  business.  His  sea- 
son is  short,  and  the  harvest  must  be  in  in- 
verse ratio  to  the  time  spent  in  garnering  it. 
The  most  common  complaint  of  the  machines 
brought  to  him  for  repair  is  tire  troubles. 
Even  deducting  the  quantity  attended  to  by 
the  trainers,  the  number  delivered  to  Oliver 
for  his  expert  manipulation  is  very  great. 
Punctures  form  the  greatest  proportion  of 
them,  of  course,  but  bursts  and  cuts  figure 
also. 

Broken  chains,  bent  and  broken  pedals 
and  cranks  and  handle  bars,  broken  and 
buckled  rims— these  form  the  bulk  of  the 
other  jobs  intrusted  to  him  to  be  put  to 
rights.  At  any  time  during  the  day  or  night 
he  is  ready  to  jump  right  onto  the  hurry  jobs, 
and  the  rapidity  with  which  they  are  some- 
times pushed  through  is  marvellous. 

A  significant  feature  of  his  stock  in  trade 
is  a  sho\ving  of  special  handle  bars,  many 
of  them  unfinished.  These  give  the  rider 
two  positions,  one  low  for  speeding,  the  other 
higher  to  give  relief  at  ordinary  times.  Many 
of  the  men  had  provided  themselves  with 
these  bars,  knowing  well  the  future  need 
for  them,  but  most  of  them  were  not  equally 
wise.  For  such  improvident  ones  Oliver  is 
waiting. 

The  Retail  Record. 

Fergus  Falls,  Minn.— C.  W.  Wilson,  closed. 

Paterson,  N.  J. — Samuel  Sorenson,  fire  loss. 

Cambridge,  Mass.— Frederick  Glynn,  fire 
loss. 

Downsville,  N.  Y.— E.  V.  Merritt  has 
opened  a  repair  shop. 

Ithaca,  N.  Y. — ,T.  W.  Owen  has  purchased 
the  repairing  business  of  Nathan  Hanford; 
the  latter  will  continue  to  conduct  his  retail 
store. 


^Bb 


^^-■AlS."- 


236 


THE  BICYCUNG  WORLD 


RAQNG 


Despite  the  hour,  a  record  breaking  crowd 
of  12,000  people  saw  the  riders  set  out  on 
their  six  day  journey  in  Madison  Square 
Garden  December  9,  at  12:05  a.  m. 

The  sixteen  teams  were  composed  as  fol- 
lows: Gougoltz  and  Simar,  France;  Hall 
and  McLaren,  England;  Fisher  and  Cheval- 
lier,  France;  Le  Poutre  and  Muller,  Italy; 
Fredericks  and  Jaak,  Switzerland;  Kerff  and 
De  Roeck,  Belgium;  Kamstadt  and  Franks, 
Germany;  Lawson  and  Julius,  Sweden;  But- 
ler and  McLean,  Boston;  Newkirk  and 
Munro,  Southern;  McEachern  and  Walthour, 
Pan-American;  McFarland  and  Freeman, 
California;  King  and  Samuelson,  Utah;  Maya 
and  Wilson,  Pennsylvania;  Babcock  and  Tur- 
ville,  Metropolitan. 

The  prize  money  will  be  divided  as  fol- 
lows: First,  $1,500;  second,  $1,000;  third, 
$750;  fourth,  $500;  fifth,  $350;  sixth,  $250. 

The  six  day  race  as  run  at  the  present 
time  is  very  different  from  the  old  style  in- 
dividual six  day  racing,  wbere  the  same 
men  often  were  on  the  track  twenty  hours 
or  more  out  of  the  twenty-four.  In  1898  the 
legislature  of  the  State  passed  a  bill  pro- 
hibiting this  style  of  racing.  The  law  said 
no  man  could  ride  for  more  than  twelve 
hours  of  the  twenty-four,  and  from  this  was 
developed  the  present  plan  of  team  racing, 
in  which  the  race  is  between  pairs  instead 
of  individuals.  Neither  man  of  any  team 
may  ride  more  than  twelve  hours  a  day,  and 
if  either  man  becomes  disabled  his  team 
will  be  disqualified.  The  men  of  the  team 
may,  however,  split  up  the  time  to  suit  them- 
selves or  trainers. 

The  record  for  races  of  this  kind  is  2,733 
miles  4  laps,  made  by  Miller  and  Waller  in 
1899.  Last  year  the  winners  were  Elkes 
and  McFarland,  who  rode  2,628  miles  7  laps. 
The  best  record  made  by  an  individual  in 
six  days  is  that  of  Miller,  who  rode  2,192 
miles  at  San  Francisco  in  February,  1898. 

At  the  end  of  the  first  lap  Hall,  of  Eng- 
land, was  leading  the  string.  Freeman  was 
the  leader  at  the  end  of  the  first  mile,  his 
time  being  2:27  3-5.  In  the  second  mile 
De  Roeck,  of  the  Belgium  team,  broke  a 
pedal,  fell  and  cut  his  scalp.  His  partner, 
Kerff,  replaced  him.  Before  five  miles  were 
completed  Jones  and  his  partnei',  Norcotte, 
declared  themselves  out  of  the  race.  At  five 
miles  Freeman  led,  with  Walthour  second. 
Freeman's  time  was  12:06. 

At  one  hour  after  the  start  the  teams  were 
all  bunched,  with  McFarland  leading.  The 
score  was  24  miles  6%  laps.  At  1:20  o'clock 
McFarland  slipped  and  fell,  Samuelson  going 
over  him. 

The  weeding  out  process  which  began  in 
the  first  hour  by  the  quitting  of  Norcotte  and 
Jones  continued  all  night.  The  sensational 
feature  in  connection  with  the  reduction  of 
the  list  was  the  dropping  out  of  three  of  the 
most  popular  teams.  First  McFarland  and 
Freeman  stopped  early  Monday  morning,  and 
without  apparent  cause;  it  is  freely  stated 


that  they  had  no  idea  of  finishing,  and  their 
appearance  was  therefore  an  imposition  on 
the  public.  Next  Kerff  and  De  Roeck  gave 
up,  just  before  noon;  and,  to  cap  the  climax, 
Gougoltz  and  Simar  discontinued  in  the  earl.v 
evening.  Simar  was  the  offender,  and  al- 
though he  claimed  to  be  ill,  everything  indi- 
cates that  he  merely  developed  a  streak  of 
yellow  and  quit  without  other  reason  than 
that  he  is  a  quitter.  He  shirked  work  from 
the  start,  his  mate,  Gougoltz,  having  done 
more  than  half  the  riding.  The  latter  was 
furious  at  Simar's  action,  and  a  fist  fight 
between  them  threatened. 

Four  hundred  miles  were  completed  at  6:23 
o'clock  Monday.  The  time  was  18  hours  11 
minutes.  Several  bad  spills  have  occurred, 
wheels  have  been  smashed  and  frames 
twisted.  Igefore  daylight  there  were  half  a 
dozen  men  on  the  track  carrying  conspicu- 
ously the  marks  of  falls. 

This  left  fourteen  teams  of  the  sixteen 
that  started  were  left  at  the  end  of  the 
eighth  hour.  Thirteen  hours  after  the  race 
began  there  were  thirteen  teams  left  in  it, 
and  Karnstadt,  wearing  No.  13,  was  lead- 
ing. A  couple  of  hours  later  the  leaders 
were  thirteen  miles  behind  the  record. 

The  score  at  the  end  of  the  first  twelve 
hours  was  7  miles  and  6  laps  behind  the 
record.  Following  is  the  score  at  12  o'clock 
noon: 

Teams.  Miles.    Laps. 

Newkirk  and  Munro 259  6 

Gougoltz  and  Simar 259  6 

McEachern  and  Walthour 259  6 

Fisher  and  Chevallier 259  6 

Maya  and  Wilson 259  6 

Butler  and  McLean 259  .  6 

Babcock  and  Turville 259  5 

Frederick  and  Jaak 259  5 

King  and  Samuelson 259  5 

Lawson  and  Julius 259  5 

Hall  and  McLaren 259  4 

Le  Poutre  and  Muller 259  3 

Karnstadt  and  Francks . 258  V 

During  the  afternoon  there  was  little  ex- 
citement, no  falls  and  few  outbursts  of 
sprinting.  The  score  at  midnight  (twenty- 
four  hours)  was: 

Teams.  Miles.     Laps. 

McEachern  and  Walthour 494  3 

Maya  and  Wilson 494  3 

Newkirk  and  Munro 494  3 

Butler  and  McLean 494  3 

Fisher  and  Chevallier 494  3 

Lawson  and  Julius 494  2 

King  and  Samuelson 494  2 

Babcock  and  Turville 494  2 

Hall  and  McLaren 494  0 

Fredericks  and  Jaak 494  0 

Muller  and  Lepoutre 493  2 

Karnstadt  and  Francks 491  7 

The  record  is  510  miles  1  lap. 

Between  midnight  Monday  and  6  o'clock 
Tuesday  two  more  teams  dropped  out.  They 
were  the  Italians,  Le  Poutre  and  Muller,  and 
the  Austrians,  Karnstadt  and  Franks.  This 
leaves  four  American  teams  tied  for  the  lead 
with  Chavellier  and  Fisher,  of  Switzerland. 
One  lap  behind  these  five  leading  teams  come 
Babcock  and  Turville,  King  and  Samuelson 
and  the  two  Swedes,  Julius  and  Lawson. 
The  Englishmen,  Hall  and  McLaren,  and  the 
Germans,  Fredericks  and  Jaak,  bring  up  the 
rear.  The  score  for  the  thirty-six  hours  was: 
was: 


Miles.    Laps. 

Maya  and  Wilson 719  8 

McEachern  and  Walthour 719  8 

Newkirk  and  Munro 719  8 

Butler  and  McLean 719  8 

Fisher  and  Chavellier 719  8 

Babcock  and  Turville 719  7 

King  and  Samuelson 719  7 

Lawson  and  Julius 719  7 

Fredericks  and  Jaak 719  5 

Hall  and  McLaren 719  5 

Karnstadt  and  Franks 710  6 

The  riders  are  slowly  reducing  the  number 
of  miles  separating  them  from  the  record, 
lost  during  the  first  day's  riding.  At  10 
o'clock  Tuesday  night  the  leaders  were  only 
eight  miles  behind  the  figures  of  1899,  which 
are  a  world's  record.  At  the  end  of  forty- 
eight  hours  the  score  stood: 

Miles.    Laps. 

McEachern  and  Walthom* 956  7 

Fisher  and  Chevalier 956  7 

Maya  and  Wilson 956  7 

Butler  and  McLean 956  7 

Newkirk  and  Munro 956  '         7 

Lawson  and  Julius 956  6 

King  and  Samuelson 956  6 

Babcock  and  Turville 956  6 

Fredericks  and  Jaak 956  4 

Hall  and  McLaren 956  4 


As  a  curtain  raiser  to  the  six  day  race, 
the  winter  indoor  cycle  season  was  begun  at 
Madison  Square  Garden  December  7.  The 
twenty  five  mile  professional  handicap  was 
won  by  Kramer  in  a  blanket  finish;  Mc- 
Farland, second;  Schreiber,  third;  McLean, 
fourth.  Time— 1:06:38.  The  final  heat  in 
the  one  mile  professional  handicap  was  won 
by  Schreiber  (35  yards);  Krebs  (80  yards), 
second;  Leander  (80  yards),  third;  McLean, 
fourth.  Time — 2:02  3-5.  Billington  won  the 
half  mile  open  amateur;  Dove,  second;  Coyle, 
third;  Bauley,  fourth.  Time— l:0Jft4.  The 
mile  amateur  handicap  (final  heat)  was  won 
by  J.  E.  Achorn,  jr.  (80  yards);  S.  Sulker 
(80  yards),  second;  H.  W.  Coyle  (80  yards), 
third;  J.  Hickey  (100  yards),  fom-th.  Time— 
2:03  4-5.  Albert  Champion,  holder  of  the 
world's  motocycle  record,  rode  an  exhibition 
mile  in  1:27  3-5.  Michael,  following  Cham- 
pion's pace,  rode  an  exhibition  two  miles  in 
3:23  2-5. 


They  are  "coming  on"  in  Japan.  Witness 
this  account  of  the  first  motocycle  race  in  the 
Empire,  translated  from  the  Jijo-Shimpo  of 
November  4:  "In  connection  with  the  bicycle 
races  of  Sorin-Shokai,  held  at  the  Uyeno 
Park,  Yokohama,  yesterday  on  occasion  of 
the  Emperor's  birthday,  there  was  inserted  a 
two-mile  motocycle  race  between  the  sixth 
and  seventh  races.  The  Thomas  Auto-Tri 
was  ridden  by  Mr.  F.  B.  Abenheim;  Thomas 
Auto-Bi,  by  Mr.  T.  Sudo,  and  Gladiator  quad, 
by  Mr.  S.  Yoshida.  Times  were  as  follows: 
Auto-bi,  5:25;  auto-tri,  6:32;  auto-quadri,  8:03. 
Finally  Mr.  Abenheim  rode  on  the  auto-bi 
one  mile  in  2:42.  At  this  meeting  a  great  in- 
terest was  shown  in  the  machines,  which 
were  view  by  thousands." 


"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocydes  and  How  to  Man- 
age Them."  $1.  The  Goodman  Co.,  Box  649, 
New  York,  ••• 


THE  BICYCUNG  WORLD 


237 


"  MISTAKES  "  THAT  PAY 


One  of  the  new  Hooks   Used   by   MaiNOr- 
der  People  to  Catch  •»  Suckers.  " 


'•Are  j'ou  'onto'  the  latest  play  in  the  mail- 
order game?"  queried  the  man  from  Toledo. 

"Which  one?"  asked  the  Bicycling  World 
man  in  return. 

"Why,  the  intentional  mistake  -which  they 
turn  to  their  profit.  Haven't  heard  of  it? 
Well,  it's  a  good  one  and  worth  knowing. 
The  mail-order  people  have  made  the  same 
'mistake'  in  thousands  of  cases,  and  it  is 
paying  them  well.  It's  this  way:  Hiram 
Hayseede  orders  one  of  their  models  43,  price 
^1-1.28,  let  us  say.  They  ship  to  him  on  'ten 
days'  trial,  free,'  that  is,  C.  O.  D.,  one  of 
tlieir  models  23,  price  $17.28.  When  it  is  re- 
ceived Hiram  promptly  raises  the  usual  howl 
—model  23  is  not  what  he  ordered. 

"By  return  mail  comes  a  smoothly  worded 
letter  from  Mail-order  &  Co.  frankly  ac- 
knowledging their  error.  As  model  23  is 
worth  $3  more  than  model  43,  they  request 
Hayseede  to  return  the  bicycle  to  them, 
when  they  will  at  once  make  good.  As  a 
postscript  to  their  letter  the  mail-order  peo- 
ple add  something  like  this:  'As  you  have 
probably  tried  the  bicycle  we  will  be  obliged 
to  sell  it  as  a  second  hand;  if,  therefore,  you 
wish  to  keep  it.  we  will  let  you  have  this 
high  grade  model  for  $15.28,  but  $1  more 
than  the  cost  of  the  cheaper  model.'  They 
tell  me  this  bait  is  swallowed  in  nearly  every 
case;  in  fact,  in  many  instances  the  yaps 
did  not  remove  the  wheels  from  the  express 
office  imtil  this  letter  arrived;  then  they  lost 
no  time  in  taking  them  out  of  the  crates  and 
riding  tliem  around  the  depot  in  order  to 
make  them  second-hands. 

"I  understand  that  the  mail-order  house 
has  raked  in  thousands  of  extra  dollars  with 
this  scheme,  and  made  a  handsome  present 
to  the  con. -man  who  thought  it  out.  You 
know  the.v  liave  four  or  five  highpriced  chaps 
Avho  are  paid  big  money  for  figuring  out  just 
such  con-games  as  this  one." 


The  Chainless  That's  Different. 

Of  tlie  new  models  tliat  made  their  appear- 
ance last  year,  it  is  well  known  that  than 
tlae  National  chainless  none  scored  a  more 
empliatic  "liit."  Tlie  current  year  served 
to  further  the  success  which  11J02  is  certain 
to  carry  to  a  greater  Iieiglit,  since  its 
makers,  the  National  Cycle  Mfg.  Co.,  will 
feature  it  even  more  prominently,  four 
models  being  listed. 

"The  theory  of  the  chainless  bicycle  has 
never  been  successfully  attacked,  but  in  put- 
ting the  theory  into  practice,"  they  say  in 
dealing  with  the  subject,  "the  many  defects 
in  the  design  and  manufacture  of  the  fit- 
tings by  means  of  which  the  gears  were 
built  into  a  bicycle  have  caused  endless  dis- 
satisfaction, annoyance  and  expense.  Two 
years  ago  we  experimented  extensively  with 
the  eJjaipless  bicycle,  using  the  fittings  of 


first  one  and  then  another  manufacturer. 
They  were  radically  different  from  each 
other,  but  neither  satisfactorily  answered  the 
requirements.  We  demonstrated  that  they 
were  defective  in  their  design  and  could  not 
be  made  to  satisfactorily  do  the  work  de- 
manded of  them.  Obviously  the  only  thing 
to  be  done  was  to  design  and  manufacture 
for  ourselves  a  set  of  fittings  which  would 
give  satisfactory  service  and  properly  sup- 
port the  gears.  As  a  result,  the  National 
chainlesses,  like  all  Nationals,  have  an  indi- 
viduality all  their  own— there  are  no  others 
like  them.  They  are  exclusively  National, 
both  in  design  and  manufacture;  and,  best 
of  all,  they  serve  their  riders  as  satisfactorily 
as  the  chain  models." 


Goods  are  Well  Named. 

It  is  not  necessary  at  this  late  day  to  expa- 
tiate at  length  on  the  quality  of  the  goods 
turned  out  by  the  Ideal  Plating  Co.,  of  Bos- 
ton, Mass. 

Well  nigh  one  million  of  their  handlebars 
and  seatposts  have  been  sold,  and  they  bear 
eloquent  testimony  to  their  sound  construc- 
tion and  excellent  workmanship.  They  are 
manufactured  of  cold  drawn,  seamless  steel 
tubing  and  solid  forgings,  drilled  and  ma- 
chined to  a  perfect  standard  and  then  ground 
true  to  guage.  No  castings  whatever  are 
used.  T'le  niclvelling  is  all  done  on  copper, 
tlie  nickel  deposit  being  especially  heavy  and 
cannot  be  excelled  for  wear. 

A  wide  range  of  patterns  is  olf ered  for  the 
1902  season.  The  plain  adjustable  bar,  first 
broiight  out  half  a  dozen  years  ago,  is  re- 
tained, while  the  Ideal  expansion  stem  bar 
and  the  forward  extension  types  maintain 
their  popularity  unabated.  The  internal 
l)inder  used  on  the  latter  is  the  wellknown 
Copelaud  type,  and  is  remarkably  efficient 
and  simple.  A  wide  range  of  different  shaped 
bars  are  carried,  or  they  will  be  bent  to  order 
as  desired. 


Stokvis  Takes   Issue  With  Baying. 

lOditor  The  Bicycling  World: 

As  one  of  tlie  subscribers  to  the  Bicycling 
AVorld  we  wish  to  draw  your  attention  to 
the  paragraph  in  your  issue  of  November  14, 
"Some  Complaints  from  Holland."  As  gen- 
eral agents  for  the  American  Bicycle  Co.  we 
can  assiire  you  that  the  information  of  jNIr. 
Klaas  Baving,  of  Zwolle,  is  totally  incor- 
rect. 

We  refer  to  his  remarks  about  the  enamel- 
ling. For  nearly  six  years  we  have  been 
handling  Rambler  bicycles,  and,  though  we 
have  sold  a  very  great  number  of  them  in 
this  country,  in  not  one  single  instance  have 
we  had  reason  to  complain  of  the  enamelling 
peeling  off. 

We  think  that  our  remarks  will  be  su£B- 
cient  proof  that  Mr.  Baving's  experience  is 
not  general. 

W.  J.  STOIvVIS,  Arnhem,  Holland. 


"Defects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motocycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co..  Boi 
«48,  New  York.  •^ 


fee  Arc 
litercstci 


0 

m 


WORLDS 


WILL  SURELY 
IITEREST  YOE 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of      mechanical 
terms    is    needed  to 
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238 


THE  BICYCLING  WORLD 


A  WONDER  ITSELF,  IT  IS  NO  WONDER 

that  the  Persons  saddle  has  such  a  commanding  lead.     It  required  ten  years  of  "  everlastingly  keeping  at  it ' 
to  bring  it  to  its  present  degree  of  perfection  and  popularity.    It  thus  is  just  about 

NINE   YEARS  AHEAD   OF  THEM   ALL- 

of  any  and  all  would-be  rivals.     A  lead  of  that  sort  is  of  the  unovertakable  sort. 


One  of  the  simplest,  the  Persons  type  is  the  most  dfficult  of  saddles  to  make  satisfactorily,  as  many  who  have  tried  it  can  attest.    We  possess  the  secret. 

You  should  possess  the  saddle  if  seeking  the  highest  pinnacle  of  saddle  satisfaction. 

'      PERSONS  MFG.  CO.,  CHAS.  A.  persons,  Prest,  WORCESTER,  MASS. 


i 


THE  SAME  FEATURES  THAT  IMPRESSED  THE  JUDGES 

at  the  Pan-American  Exposition  and  led  them  to  single  out 

The  Universal  Coaster  Brake 

as   meriting  the   highest  possible   award 
SHOULD    ARREIAL    TO     VOU. 


IT    IS 

Our  Business 

to  inform    you    of  these  features,    and 

we  will  be  pleased  to  do  f\ 

so  at  any  time.  j 

UNIVERSAL  COASTER  BRAKE  COMPANY,  Buffalo,  New  York 


IT    IS 

Your  Business, 

or  at  any  rate,  it  would  seem  sound  busi- 
ness policy  for  you  to  seek  just 
such  information. 


THE  BICYCLING  WORLD 


239 


FACTORY  LEAKS 


Stintase  of  Small  Tools  one  of  the  False 
[Econlmes— How  it  Works  out. 

The  incidentally  overheard  remark  of  a 
new  employe  to  an  older  hand  a  few  days 
ago  has  set  me  thinking  on  a  subject  of  no 
small  importance  in  machine  shop  economy, 
says  a  contributor  to  the  American  Machin- 
ist. After  expressing  surprise  at  the  meagre 
supply  of  small  tools  obtainable,  he  went  on 
to  say  that  he  noticed  that  most  of  the  tool- 
makers  appeared  to  have  a  little  private  tool 
department  of  their  own! 

Now,  is  not  this  often  the  case,  and  should 
it  be  so?  Is  it  a  wise  plan  if  a  counterbore, 
arbor,  reamer  or  what  not  is  required,  to 
have  a  man  stop  on  his  job  to  make  it  and 
when  done  with  it  to  put  it  in  his  drawer?  I 
think  no  one  will  admit  this,  yet  it  is  done 
in  a  great  many  shops  daily. 

Even  supposing  he  turns  it  into  the  tool- 
room, it  is  probably  made  hurriedly,  out  of 
any  piece  of  scrap  stock  handy,  with  special 
reference  to  that  particular  job  and  not  likely 
to  be  very  useful  on  others.  In  other  words, 
it  is  not  made  in  harmony  with  that  class  of 
tools  to  whicli  it  belongs,  in  proportion  or 
stjie.  Would  it  not  be  better  to  have  on 
hand  such  tools  of  which  the  use  could  have 
been  foreseen,  made  preferably  by  those  in 
the  business— for  these  are  days  of  special- 
ists—or, if  home  made,  designed  in  reference 
to  others  of  its  class,  either  by  existing  and 
readily  obtainable  formulas  or  by  good  ex- 
ample, marlved  and  finally  stowed  away  in 
appropriate  places  provided  for  them,  where 
they  are  readily  accessible  to  any  and  all 
who  properlj^  liave  use  for  such  a  tool? 

It  is  true  tliat  sometimes  it  will  be  neces- 
sary to  have  a  tool  so  special  in  its  charac- 
ter and  proportions  that  it  will  not  agree 
with  the  ordinary,  but  these  cases  are  com- 
paratively few,  and  even  then  the  proper  de- 
pository is  the  toolroom,  where  a  record 
should  be  kept  of  everything,  giving  its 
various  dimensions,  purpose  made  for,  where 
kept,  and  any  other  data  considered  de- 
sirable. 

The  private  hoarding  of  small  tools  is  not 
usually  done  for  a  selfish  purpose,  as  it 
might  at  first  seem,  but  rather  may  be  re- 
garded as  a  quiet,  thougli  expressive,  com- 
mentary on  the  tool  system— or  lack  of  it— 
in  vogue;  if  thjs  tool  is  in  a  workman's 
drawer,  he  knows  where  it  is,  and  there, 
safe  from  abuse  or  loss,  it  will  be  found 
when  again  wanted,  either  to  be  used  by 
himself  or  loaned. 

.Tust  how  far  into  this  question  of  the  eco- 
nomical purchase  or  providing  of  small  tools 
one  is  to  go  must  needs  be  decided  by  eacli 
sLiop.  according  to  its  own  particular  pur- 
poses and  ideals.  Not  long  ago  I  was  told 
by  a  representative  of  a  prosperous  concern 
that  their  small  tool  equipment  had  cost 


quite  as  much  as  their  machinery;  true,  it 
was  not  a  large  establishment,  yet  there  is 
considerable  food  for  thought  in  the  state- 
ment. 

Reminiscently,  it  may  be  stated  that  thirty- 
five  years  ago  twist  drills  and  drill  chucks 
were  just  becoming  Icnown;  taps,  dies  and 
screw  plates  were  yet  mainly  of  foreign 
manufacture,  and  there  existed  no  reliable 
standard  regarding  either  pitch  or  diameter 
among  them.  A  few  stores  carried  a  limited 
assortment  of  wire  in  coils,  a  few  sizes  of 
tool  steel,  sheet  brass,  carriage  bolts,  rough 
nuts  and  the  like,  both  in  quality  and  quan- 
tity entirely  inadequate  for  modern  pur- 
poses. Hardened,  finished  nuts,  set,  cap  and 
machine  screws  were  unlvuown  to  the  trade; 
brass,  copper  and  steel  tubing  was  diffieiilt 
to  obtain,  while  rods  of  brass,  iron,  Besse- 
mer steel  and  drill  rods  were  not  less  so. 
Ready  made  counterbores,  adjustable,  and 
standard  reamers,  plain,  angular  and  formed 
milling  cutters,  cheap  hacksaw  blades,  hard- 
ened and  ground  lathe  mandrels,  patent  lathe 
and  planer  tools,  drop  forged  Avrenches, 
standard  cut  gears,  scrcAvs,  files,  fine  measur- 
ing instruments,  and  scores  of  other  now 
admitted  necessities,  were  utterly  unobtain- 
able from  stock  and  in  many  cases  were  un- 
known; hence  it  is  well  to  remember  that 
times  change,  and  that  what  was  once  strict 
economy  may  now  be  questionable  business 
methods. 

The  pertinent  questions  raised  are.  Would 
not  a  moderate  investment  in  solid  wrenches 
be  repaid  by  fewer  oamaged  nuts?  Would 
not  more  file  handles  save  time  in  changing 
from  one  to  another?  and  Would  not  a  less 
stinted  allowance  of  waste  and  oil  frequently 
prevent  expensive  friction  in  other  things 
besides  machinery?  and,  finallj-.  Would  not 
a  sensible  supply  of  small  tools  save  valuable 
time,  as  well  as  promote  the  comfort  and 
convenience  of  the  mechanics  employed? 


Win  for  the  Sole  Agent. 

In  British  trade  circles  a  case  involving 
the  relations  of  maker  and  dealer  which  has 
just  been  decided  is  viewed  with  great  in- 
terest. 

It  appears  that  a  Coventry  concern  which 
had  appointed  a  Dublin  dealer  ".sole  agent" 
for  his  district  was  engaged  in  supplying 
another  dealer  Avith  its  nmchines,  under  liis 
own  name  instead  of  theirs.  To  this  pro- 
cedure the  first  dealer  naturally  objected, 
and  in  order  to  lend  his  objections  weight 
he  refused  to  settle  his  account  with  the 
concern.  Thereupon  the  latter  brought  suit 
to  recover  the  balance  of  its  account,  and  the 
dealer  retorted  by  putting  in  a  claim  for 
!i;2,5O0  for  alleged  breach  of  contract  in  sup- 
plying a  rival  with  machines  when  he  was 
the  sole  agent  of  the  manufacturing  firm. 
After  a  hearing  the  jury  found  for  the  dealer, 
awarding  him  $300  damages. 

Makers  who  have  been  doing  business  of  a 
similar  nature  are  much  disturbed  at  the 
verdict.  As  a  protective  measure  some  of 
them  are  sti'iking  out  the  word  "sole''  in 
their  contracts,  and  to  this  the  dealers  are 
naturally  objecting. 


They  Ring 
Their  Own  Praises 


DO 


B 


EVIN 
ELLS 


OUR  CATALOG 

will  tell  you  more  about  them, 
likewise  about  our  toe  clips, 
trouser  guards,  lamp  brackets,  etc. 


BEVIN  BROS.  MFG.  CO. 

EASTHAMPTON,  CONN. 
Business  Founded  1832 


240 


THE  BICYCUNG  WORLD 


"LIBERTY"  CHIMES 


BICYCLE  and 
MOTOR  CYCLE  BELLS 


Original  in  Design,  Practical  in  Construction 

Superb  in  Finish. 

In  a  word   their   general   excellence  has  made  them 
pre-eminent  everywhere. 


FOR  SALE  BY  ALL  THE  LEADING 
JOBBERS. 


USED  BY  ALL  DISCRIMINATING 
PURCHASERS. 


LIBERTY  BELL  CO.,    Bristol,  Conn. 


MR.  JOBBER, 

Do  You  Know  ? 

That 

Progressive  business  policy  requires 
Popular  approval  insists 
Profitable  sales  demand 
That  the 

Smith  Two-Roller 
Spring  Seat  Post 

should  be  represented  in  your  new 
catalogue  for  next  season. 

WRITE  TO-DAY  for  Electro. 

JOS.  N.  SMITH  &  CO.,  Detroit,  Mich. 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles, 

''Motocycles  and   How  to  Man- 
age Them" 

is  the  very  book  you  need. 
Every  page  teaciies  a  lesson.     Every  illustration 

"speaks  a  piece." 
And  there  are  126  pages  and  41  pictures,  tool 

Price,  $1.00. 
The  Goodman  Co.,  124  Tribune  jBldg.,  New  York. 


Schrader  Universal  Valve 


(Trade  Mark,  registered  April  30,  1895.) 


NOTICE. 


Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  tlie 
obtaining  of 

PARTS  Of  the 
Schrader  Universal  Valve, 

I  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99- 1,  99-2,  gq-3.  cjq-4,  may  be  had  from  all  the  makers, 
or  from  A.  Schrader's  Son.  Price  Litt  and  description  of 
parts  sent  on  applioation,  99-^ 


as-a 


SIMPLE  AND 
ABSOLUTELY  AIR-TIGHT 

Manufactured  by 

A.  SCHRADER'S  SON. 

Established  1844. 

30  and  32  Rose  St., 

New  York,  U.  S.  A. 


THE  BICYCLING  WORLD 


243 


2  We  make  some  pretty 
I         strong  claims 
i  for  the 


I  OAK  SADDLE 


We  know  of  course 
that 

CLAIMS  ARE 
CHEAP 

but  our  claims  are 

BACKED  BY  A 
GURANTEE 


that  i 


IS  as 


STRONG  AS  IT  IS 
GENEROUS. 


•  As  we  make  each 
1  and  every  part  that 
S  enters  into  the  saddle 
!  we  are  able  to  make 
J  good  our  guarantee 
t  with  ^^  neatness  and 
1  despatch/^ 
I  Try  us* 


I  NEWARK  CYCLE  SPECIALY  CO. 

:  NEWARK,  N.  J. 


The  Week's  Patents, 

687,876.  Ciishiou  Tire.  James  E.  Furlong, 
Providence,  E.  I.  Filed  July  5,  1901.  Serial 
No.  67.165.    (No  model.) 

Claim.— 1.  The  improved  elastic  and  com- 
pressible tire  for  bicycles  and  other  vehicles 
herein  described,  consisting  of  a  body  portion 
cylindrical  in  exterior  shape  and  provided 
with  an  interior,  continuous,  longitudinal 
bore  near  one  side  thereof,  a  longitudinally 
arranged  series  of  air  cells,  and  a  passage 
opening  from  each  of  said  air  cells  into  said 
longitudinal  bore,  substantially  as  specified. 

688.199.  Tire  Valve.  George  H.  F.  Schra- 
der,  New  Yorlj,  N.  Y.  Filed  Feb.  12,  1900. 
Serial  No.  4,899.    (No  model.) 

Claim.— 1.  A  top  repair  valve  for  pneu- 
matic tires  and  the  like  consisting  of  a  shell, 
a  seat  member,  and  means  for  holding  the 
seat  member  removably  on  the  mouth  of  the 
shell,  in  combination  with  a  valve  proper 
within  the  shell  and  free  to  move  therein 
and  movable  partially  out  of  the  mouth  there- 
of, but  held  against  separation  therefrom 
when  the  seat  member  is  removed.     ^^^^^ 

688.262.  Free  Wheel  Clutch  and  Brake. 
Reuben  W.  Perry,  Waltham,  Mass.  Filed 
Oct.  27,  1900.    Serial  No.  34,590.    (No  model.) 

Claim.— 1.  An  automatic  driving  clutch 
comprising  outer  and  inner  relatively  rotata- 
ble  members,  one  being  toothed  and  the  other 
having  one  or  more  pockets,  a  prismatic  lock- 
ing dog  having  equal  flat  sides  and  occupy- 
ing each  pocket  and  adapted  to  positively 
lock  the  members  together  and  means  for 
yieldingly  projecting  the  dog  into  locking 
position. 

688.263.  Back-Pedalling  Brake.  Reuben 
W.  Perry,  Waltham,  Mass.  Filed  Oct.  27, 
1900.    Serial  No.  34,591.    (No  model.) 

Claim.— An  automatic  driving  clutch  com- 
prising two  relatively  rotatable  clutch  mem- 
bers, one  of  said  members  having  pockets 
and  abutments  independent  of  the  walls  of 
the  said  pockets  and  the  other  member  hav- 
ing teeth  or  projections  facing  in  a  direction 
opposite  said  abutments,  a  series  of  indepen- 
dently movable  locking  devices,  adapted  to 
be  positively  locked  between  said  abutment 
and  teeth,  and  a  single  spring  bearing  yield- 
ingly against  said  loclving  devices  in  a  direc- 
tion away  from  the  bottoms  of  the  pockets. 
DESIGNS. 

35,391.  Bicycle  Frame.  Frederic  I.  John- 
son, Fitchburg,  Mass.,  assignor  to  Mary  Eliz- 
abeth Johnson,  Fitchburg,  Mass.  Filed  Oct. 
28.  1901.  Serial  No.  80.349.  Term  of  patent, 
7  years. 

Claim.— The  design  for  the  bicycle  frame  as 
lierein  shown  and  described. 


^Tourist  Cars  on  the  Nickel  Plate  Road. 

Semi-weekly  transcontinental  tourist  cars 
between  the  Atlantic  and  the  Pacific  coasts 
are  operated  bj'  the  Nickel  Plate  and  its  con- 
nections. Tourist  cars  referred  to  afford  the 
same  sleeping  accommodations,  with  same 
class  of  mattress  and  other  bedclothing,  that 
are  provided  in  the  regular  Pullman  sleep- 
ing car  service.  These  tourist  cars  leave 
Boston  on  Mondays  and  Wednesdays,  and 
leave  San  Francisco  on  Tuesdays  and  Fri- 
days. Berths  in  these  tourist  cars  are  sold 
at  greatly  .reduced  rates.  Conveniences  are 
offered  without  extra  cost,  for  heating  food, 
or  preparing  tea  or  coffee,  affording  every 
facility  for  comfort  on  a  long  journey,  espe- 
cially for  families  travelling  with  children. 
Lowest  rates  may  be  obtained  always  via 
the  Nickel  Plate  Road  for  all  points  in  the 
West.  For  special  information  regarding  all 
trains  on  the  Nickel  Plate  Road,  including 
these  tourist  cars,  consult  your  nearest; 
ticket  agent,  or  write  A.  W.  Ecclestone,  D. 
D.  Agt.,"'885  Broadway,  New  York  City.  *** 


That 


300}^  INCREASE 

which  the 

Cushion 
Frame 

scored  during  the  current  year 

MEANS 

that  three  times  as  many 
people  are  getting  more  com= 
fort  and  enjoyment  out  of 
cycling  than  they  ever  got 
before. 

IT  MEANS 

also,  that  cycle  dealers  have 
that  many  more  satisfied  cus= 
tomers  and  that  the  sale  of 
these  cushion-frame  bicycles 
gave  the  dealers  who  sold 
them  an  added  profit  that 
could  have  obtained  in  no 
other  way. 

Do  not  facts  like  these 
appeal  to  you  and  suggest 
your  policy  for  1902? 


HYGIENIC  WHEEL  CO., 

Owners  of  Cushion^Frame  Patents, 

220. BROADWAY,    -    NEW  YORK. 


INDIANA  CHAINS 

EASIEST  RUNNING.     CONSEQUENTLY  BEST, 


EVERY  LINK  IS  RIGHT. 
PRICE  IS  RIGHT. 


Send  26  cents  for  Fob.     Ji.So  per  dozen. 

INDIANA  CHAIN  CO.,    Indianapolis,  Irid  , 

Brandenburg  Bros.  &  Wallace,  Salesmen. 
New  York — Chicago. 


244 


THE  BICYCLING  WORLD 


iVBW  DEPARTURE 
COASTER  BRAKE 


SOLD  EVERYWHERE  BY  EVERY  BODY/ 


"s-^  r 


ANUFACTURED 


^c  HtV*  DEPARTURE   q^..      ^" 
-^^^  Bristol. CONN. u.s.^^*"  Cq 

StLLINC      ACtNTS 

John  H.  Graham  jt  Co. 

NtW   YORK  CITY. 


XLM  ZUbornbike 

Boylston  St.  and  Park  Square, 

On  tha  border  of  the  most  famous      Rr^CTT^NI 
Public  Oarden  in  America.  t>Vf*3  1  Wl^. 

G  A.DAMOn.    J.  L.  DAMON.    J.  L.  DAHON,  Jr. 


Fast  Trains 

Chicago  &  North-Western  Ry. 


The  Overland  Limited 

California  in  3  days 

The  Colorado  Special 

One  night  to  Denver 

The  Chicago- Portland  Special 

Oregon  and  Washington  in  3  days 

The  North-Western  Limited 

Electric  Lighted—  Chicago , 

^Y.  Paul  and  Minneapolis 

Duluth  and  St.  Paul  Fast  Mail 

Fast  train  to  head  of  lakes 

The  Peninsula  Express 

Fast  time  to  Marquette 

and  Copper  Country 

MO  change  of  cars.     The  best  of  every- 
thing.   Call  on  any  agent  for  tickets 
5r  address 


461  Broadway  -  Neui  York 
601  Ches't  St.,Philade>Dhia 
368  Washington  St.,  Boston 
301  Main  St  ,  Buffalo 


212  Clark  St.. 


435  Vine  St.,  ■  Cincinnati 
507  SmithfldSt.,  Pittsburg 
234  Superior  St..  Cleveland 
77  Campus  Martius.  Detroit 


Chicago'2KingSt  ,Eait.Toronto.Onl 


All  American  wheelmen  who  desire  to  keep  themselves 
paatcd  opon  matters  concerning  the  cycle  in  Europe,  its  trade, 
■«ch»iiic»,  and  sport,  should  subscribe  to 

THE  CYCLIST 

AND  BICYCLING  AND  TRICYCLING  TRADES  REVIEW. 

Tka  only  recognixed  authority  of  English  trade  and  manufac- 
nre.     Sent  post  free  to  any  part  of  America  for  one  year,  $3.35. 

American  manufacturers  having  novelties  in  machines  or  sun 
dries  to  introduce  should  advertise  in 


H 


CYCLIST. 


Term*  on  ipplication  to 

lUPPE  SONS  &  STURMEY.  Ltd., 
19  Hertford  Street,  Coventry,  Entcland. 
Membera  of  th«  American  Trad*  visiting  England  art  Invited  to 
etil  at  THE  OYQUST  Offica  at  Oewntry,  or  at  3  St.  Bride  Stree 
Ludgate  Olrous,  London,  L  C. 


AUTOMOBILES 

WHAT  ARE   THEY   and    O 
WHAT  WILk   THEY   DO      . 


THE  MOTOR  AGE 


324  Dei'tom  Strtit  CIIIC160 


Through  Train  and  Car  Service    ^^ 
effect  April  29,   1900. 

TWO  FAST  TRAINS 

"Cliicago"  "Nortli  Sliore" 

Special  Special 

Via  Lal(e  Shore.    Via  Mich.  Cen. 


Lv.   Boston 

<0.45  A.M. 

2.00  P.M. 

Due  Albany 
"     Syracuse 

4.10  P.M. 

7.35     " 

7.55       " 

11.25     " 

"     Rochester 

9.45      " 

1.15     " 

"     Buffalo 

11.40      " 

"     Toledo 

5.55  A.M. 

"     Detroit 

8.25     " 

"     Chicago 

11.50      " 

4.00  P.M. 

"Chicago  Special"  has  through  Buffet  Library  Smoking  Car, 
and  Dining  Car  to  Syracuse  and  from  Toledo  to  Chicago. 

"North  Shore  Special"  has  Dining  Car  to  Albany,  and  from 
St.  Thomas  to  Chicago.  Both  trains  run  daily  and  are  made 
up  of  the  most  modern  and  luxurious  vestibuled  Sleeping  Cars. 

For  other  service  west,  time  tables,  reservation,  etc.,  address 
A.  5.  HANSON,  Qen.  Pass.  Agt.,  Boston. 

If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles 

"  Motocycles  and  How  to  Manage 
Them  " 

is  the  very  book  you  need. 

Every  page  teaches  a  lesson.      Every  illustration 

"  speaks  a  piece." 

And  there  are  126  pages  and  41  pictures,  too 

Price,  $1.00. 

The  Goodman  Co.,  124  Tribune  Bldg.,  New  York. 

If  You  are  Interested  in  Automobiles, 

THE  MOTOR  WORLD 

Will  Interest  You. 


it's  readable, 
and  you  can  understand  ^hat  you  read. 

Published  Every  Thursday 
at  1  23-5  Tribune  Building,  New  York. 

$2  per  Year.  Specimen  Copies  Gratis. 


'^s,^^::c<>^^^^^^'> 


via  Rockf  ord,  Freeport,  Dubuque,  Independence, 
Waterloo,  Webster  City,  Fort  Dodge,  Bockwell 
City,  Denison  and  Council  BlufEs. 

DOUBLE  DAILT  SERVICE 

TO  OMAHA 

Buffet -library- smoking  cars,  sleeping  cars, 
tree  reclining  chair  cars,  dining  cars. 

Tickets  of  agents  of  I.  C.  R.  B.  and  connecting 
toes.  A.  H.  HANSON.  G.  P.  A.,  CUlcago. 

BOSTON  &  MAINE  R.R. 

LOWEST  RATES 
FAST  TRAIN  SERVICE 

BBTWUN 

Boston  and  Chicago, 

St.  Louis,  St.  Paul, 
Minneapolis 

and  all  points  West,  Northwest,  SouthweK 

Pullman  Parlor  or  Sleeping   Cars  on  at! 
Through  trains. 

For  tickets  and  information  apply  at  any 
principal  ticket  office  of  the  company. 


D.  J.  FLANDERS,  Gen'l  Pass.  &  Tickit  Aft 


BOSTON. 


The  Best  Advertising  for   the 
Irish  Trade  is 

THE 
IRISH  CYCLIST 

Specimen  copy  and  advertising  rates  on 
af^lication  to 

R.  J.  MECREDY  &  SON,  Ltd.,  Proprietors, 

49  riiddle  Abbey  St.,  DUBLIN, 


Volume  XLIV. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  which  b  Incorporated  "  The  Wheel  and  Cycltng  Trade  Review  "  and  the  "  American  CycIM.'' 
New  York,  U.  S.  A.,  Thursday,  December,  19,  1901. 


No.  12 


TILLINGHAST  WINS 


Court  of  Appeals  Sustains  the  Single  Tube 

Patent — Rejects  one  Claim  but  it 

Does  not  Affect  Result. 


The  Tillinghast  patent  on  single  tube  tires 
-No.  497,971,  of  May  23,  189,3— is  now 
something  more  than  "a  license  to  sue"— 
that  eommou  definition  of  an  unlitigated  pat- 
ent. It  is  a  patent  sustained  by  the  court 
of  last  resort,  the  United  States  Circuit  Court 
of  Appeals  for  the  First  District,  i.  e.,  New 
England. 

That  tribunal,  in  the  persons  of  Judges 
Putnam,  Aldrich  and  Brown,  handed  down 
its  decree  on  Thm'sday  last,  12th  inst.;  to 
all  intents  and  purposes,  and  though  a 
couple  of  "ifs"  are  employed,  it  amply  con- 
firms the  judment  of  Judge  Colt,  of  the 
United  States  Circuit  Court,  rendered  in 
November,  1899. 

The  Court  of  Appeals  differs  with  Judge 
Colt  in  respect  to  the  first  claim  of  the  pat- 
ent, which  is  rejected  because  it  is  too  gen- 
eral, but  the  rejection  is  of  small  conse- 
quence, and  does  not  in  any  way  affect  the 
strength  of  the  patent  as  it  applies  to  single 
tube  tires.  The  opinion  of  the  court  is 
short  and  concise,  as  follows: 

Per  CURIAM.  It  was  not  contended  at 
the  hearing,  either  in  the  court  below  or 
before  us,  that  the  publication  by  Boothroyd 
of  December  3,  1890,  anticipated  the  inven- 
tion in  litigation.  Neither  are  we  sufficient- 
ly advised  whetlier  the  record  is  in  condition 
to  properly  determine  such  a  contention  if 
made.  We  give  no  intimation  of  what  our 
conclusion  would  be  if,  in  these  respects, 
the  conditions  were  other  than  they  are. 

We  are  of  the  opinion  that  Claim  2  fully 
and  correctly  represents  the  invention  of  the 
patent,  and  that  Claim  1  is  too  broad  to  be 
valid. 

With  these  reservations,  after  thorough 
examination  and  careful  consideration  of  the 
record,  we  concur  in  the  conclusion  of  the 
Circuit  Court,  and  with  the  line  of  reasoning 
liy  which  the  conclusion  was  reached. 

The  decree  of  the  Circuit  Court  is  modi- 
fled  so  far  as  to  adjudge  Claim  1  invalid, 
and  the  case  is  remanded  to  that  court  with 
directions  to  proceed  accordingly,  and  the 
appellee  recovers  the  costs  of  appeal. 

Claim  1,  which  is  rendered  invalid,  is  as 
follows: 


1.  A  pneumatic  tire,  consisting  of  a  rub- 
ber air  tube,  and  outer  covering,  substan- 
tially as  specified,  with  the  ends  of  the  air 
tube  and  other  component  parts  securely 
united  by  vulcanization,  substantially  as  de- 
scribed, thereby  constituting  an  integral 
complete  tire. 

The  claim  which  is  sustained,  and  which 
is  plainly  suflSciently  specific  to  cover  all 
types  of  single  tubes,  follows: 

2.  A  pneumatic  tire,  composed  of  a  rub- 
ber tube,  an  intermediate  layer  of  fabric, 
and  an  outer  covering  of  rubber,  substan- 
tially as  described,  having  all  its  rubber 
joints  and  component  parts  simultaneously 
vulcanized  together,  forming  an  integral  an- 
nular tire. 

The  patent  has  been  in  litigation  for 
years,  the  litigation  instituted  by  Colonel 
Theodore  A.  Dodge  being  taken  up  and  car- 
ried to  its  conclusion  by  the  Single  Tube 
Automobile  and  Bicycle  Tire  Co.,  which  was 
incorporated  with  a  capital  of  $1,000,000, 
the  week  after  Judge  Colt  gave  his  decision, 
in  1899. 

Tlie  suit  which  has  just  resulted  in  the 
upholding  of  the  Tillinghast  patent  is  the 
one  brought  by  Colonel  Dodge  against  Fred 
Howard  Porter,  of  Somerville;  Francis 
Flint,  of  Cambridge,  and  Joseph  McCune, 
of  Everett,  doing  business  as  the  Reading 
(Mass.)  Rubber  Tire  Co.  "Lack  of  novelty 
and  invention"  was  the  chief  defence  urged; 
the  patent,  indeed,  was  long  generally 
scoffed,  being  likened  to  •  rubber  hose,  out 
of  which  likeness  grew  the  term  "hosepipe 
tire,"  as  the  single  tube  was  derisively 
dubbed. 

The  brevity  of  the  Court  of  Appeals'  ver- 
dict is  such  that  it  conveys  little  informa- 
tion when  unaccompanied  by  Judge  Colt's 
decree  in  the  court  below.  The  judgment 
which  that  judge  rendered  two  years  ago, 
and  which  is  now  substantially  confirmed, 
follows: 

Colt,  J.  This  suit  relates  to  patent  No. 
497,971,  granted  May  23,  1893,  to  Pardon  W. 
Tillinghast,  for  a  pneumatic  tire. 

The  patent  describes  a  single  tube  pneu- 
matic tire  composed  of  two  annular  rubber 
tires  with  intervening  fabric  all  vulcanized 
together  and  forming  a  complete  integral 
tire  having  all  of  its  component  parts  se- 
curely united. 

Previous  to  the  Tillinghast  tire  the  double- 
tube  pneumatic  tire  was  in  common  use.    It 

(C«ntiBiisd  (B  page  267.) 


INNER  TUBES  UP 


Hartford    now    Takes    Pennsylvania    into 
Court  for  Alleged  Infrigement. 


At  about  the  very  moment  when  the  up- 
holding of  the  Tillinghast  tire  patent  seems 
in  a  fair  way  of  settling  tire  litigation, 
another  suit  was  instituted — one  by  the 
Hartford  Rubber  Works  Co.  vs.  the  Penn- 
sylvania Rubber  Co.,  of  Erie.  Papers  in  the 
case  were  served  on  the  New  York  repre- 
sentative of  the  latter  company  on  Monday 
of  this  week. 

The  suit  is  for  alleged  infringement  of  an 
inflatable  inner  tube  covered  by  Patent  No. 
681,803,  granted  August  28,  1899,  to  Frank 
Mallalieu,  of  Providence,  R.  I.,  and  assigned 
to  the  Mechanical  Fabric  Co.,  of  the  same 
place;  it  became  the  possession  of  the  Hart- 
ford Rubber  Works  when  the  latter  took 
over  the  tire  business  of  the  Providence  con- 
cern. 

The  tube  involved  is  thus  described  by  the 
patent:  "An  inflatable  tube  provided  at  its 
ends  with  an  auxiliary  flap  folded  within  the 
tube,  and  secured  to  the  opposite  waU,  and 
a  main  flap  over  the  ends  of  the  tube  and 
secured  thereto,  said  main  flap  having  ears 
at  or  near  the  ends  of  its  fold  line  which 
are  secured  to  said  flap." 


Verdict  for  Van  Tuyl. 

In  the  long  pending  case  of  Thomas  Van 
Tuyl  vs.  Homer  Young  and  Edward  Hubbell, 
of  Toledo,  Ohio,  a  jury  of  that  city  last  week 
rendered  a  verdict  for  $1,122.50  in  favor  of 
the  plaintiff. 

Van  Tuyl  alleged  that  the  defendants  vio- 
lated the  terms  of  a  contract  to  enter  into 
the  manufacture  of  the  plaintiff's  patented 
handle  bar.  When  the  case  was  first  tried 
in  common  pleas  court  he  got  a  verdict  for 
only  $100.  He  took  his  cause  to  circuit 
court,  and  the  judges  of  that  tribunal  said 
the  judgment  should  have  been  for  at  least 
$1,000.  

Eyer  Will  "  Do  "  New  England. 

F.  H.  Eyer,  former  manager  of  the  Hart- 
ford Rubber  Works'  New  York  uptown 
branch,  has  engaged  with  C.  B.  Barker  ^ 
Co. ;  he  will  travel  New  England. 


250 


THE  BICYCUNG  WORLD 


EXTREMES   THAT  EXIST 


Deadly  Dulness  and  Great  Activity  in  Neigh- 
boring Cities — Rochester  as  an  Example. 


"Can  you  tell  me  why  cycliug  should  be 
dead  in  some  towns,  while  in  others  it  is 
just  as  much  alive  as  it  ever  was?"  inquired 
a  tradesman  who  had  been  trying  to  find  out 
why  his  business  had  fallen  off  so  greatly. 

"To  look  at  New- York  or  "Boston  or  Balti- 
more, or  a  dozen  other  places,  one  would 
hardly  know  that  bicycles  were  still  made 
or  ridden,"  he  continued.  "Mechanics,  mes- 
senger boys  and  similar  classes  still  use 
them  for  business  purposes,  but  even  that 
is  done  only  to  a  limited  extent.  As  for  the 
vast  army  of  riders  that  could  have  been 
seen  a  few  years  ago,  anywhere  and  at  any 
time,  it  has  vanished  almost  entirely. 

"Of  coiu'se,  many  people,  noting  this  great 
change,  think  that  it  is  the  same  in  every 
other  place.  But  it  is  not.  While  there 
are  plenty  of  towns  where  the  cycling  spirit 
has  sunk  to  nothingness,  by  comparison 
with  the  height  to  which  it  had  previously 
risen,  there  are  many  others  where  it  still 
animates  riders  and  burns  almost  as  bright- 
ly as  in  the  good  old  days  of  yore. 

"I  have  been  making  a  study  of  this  sub- 
ject, and  have  gathered  facts  which  I  am 
now  putting  together  in  the  effort  to  reason 
out  the  matter. 

"There  is  Rochester,  now.  Evei-ybody 
knows  that  it  is,  and  always  was,  a  good 
bicycle  town.  But  when  I  stopped  there 
for  a  couple  of  days  last  summer  I  was  ab- 
solutely astounded  to  see  the  amount  of  rid- 
ing that  was  indulged  in.  There  were  cy- 
clists by  the  hundred  always  within  sight. 
In  the  heart  of  the  business  section  they  al- 
most had  the  streets  to  themselves,  and 
were  made  up  of  all  classes  of  people. 
Women  were  there  in  large  numbers,  too. 

"At  first  I  thought  that  this  was  all  busi- 
ness traflBLc.  The  riders  were  clerks  and 
salesmen  and  work  people  generally,  who 
used  their  wheels  rather  than  walk  or  take 
the  trolley  cars,  led  to  do  so  by  the  broad, 
level,  well  paved  streets,  I  said  to  myself. 
The  fact  that  the  stream  of  riders  was  not 
materially  lessened  in  the  middle  of  the 
fore  and  after  noon  shook  this  belief,  how- 
ever. 

"Then,  when  evening  came,  I  was  even 
more  sm-prised.  Instead  of  riding  home 
and  putting  their  machines  away,  as  I  ex- 
pected, the  riders  seemed  to  go  home,  get 
their  supper,  and  then  come  out  again,  and 
still  on  their  wheels. 

"There  was  really  a  greater  number  of  cy- 
clists on  the  street  after  dark  than  before. 
It  was  just  like  the  days  of  '96  or  '97,  when 
all  the  world  was  awheel  and  little  else  was 
thought  of.  From  the  centre  of  the  town 
to  the  outskirts  there  was  the  same  story 
to  tell.  The  people  were  riding  around  for 
sheer  pleasure,  and  they  never  seemed  to 
tire  of  it  or  to  think  of  going  home. 


"In  none  of  the  towns  that  I  visited  was 
there  such  an  outpouring  as  at  Rochester. 
But  other  towns  had  their  hundreds  and 
even  thousands  of  riders,  using  the  wheel 
for  business  and  pleasure.  Buffalo,  Toronto 
and  Syracuse,  in  New  York;  Springfield. 
Providence  and  Worcester  in  New  England 
—in  all  of  them  the  number  of  riders  was  so 
large  that  there  could  be  no  doubt  of  the 
healthy  condition  of  the  pastime. 

"Inquiry  among  dealers  made  it  plain  that 
while  the  day  of  big  sales— along  with  the 
day  of  big  profits— had  gone  forever,  there 
was  still  good  business  being  done. 

"Now,  what  I  want  to  know  is  why  this 
condition  of  affairs  should  exist  in  some 
places  and  deadly  dulness  rule  in  others.  Is 
it  the  fault  of  the  trade  or  of  the  public? 
And,  what  is  even  more  to  the  point,  is  it 
a  permanent  condition,  or  can  a  change  for 
the  better  be  brought  about?" 


THE  TRADE  IN  FRANCE 


Visiting  Parisian  Amazed  by  American  Sit- 
uatlon— «•  Home  was  Never  Like  This.  " 


Two  Good  Hen  Gone. 

An  attack  of  pneumonia,  following  a  long 
siege  of  typhoid  fever,  carried  off  Leon  M. 
Cabana,  secretary  of  the  Buffalo  Specialty 
Mfg.  Co.,  on  Sunday  morning  last.  He  died 
early  that  morning  at  his  home  in  Buffalo, 
N.  Y.,  leaving  a  wife  and  young  daughter. 
He  helped  organize  the  Specialty  Co.  in  1885, 
and  its  growth  from  a  modest  beginning  was 
due  in  no  small  measure  to  his  energy  and 
aggressiveness;  his  enforcement  of  the  Never- 
leak  tire  fluid  patents  was  an  example  of 
his  spirit  that  made  him  best  known  to  the 
cycle  trade. 


George  H.  Fisher,  president  of  the  Gen- 
dron  Wheel  Co.,  died  of  apoplexy  on  Tues- 
day evening  of  last  week  at  his  apartments 
in  the  Monticello,  Toledo,  Ohio.  He  was 
taken  suddenly  ill  after  eating,  and  was  soon 
beyond  human  aid.  He  was  fifty-four  years 
of  age.  When  the  Gendron  Wheel  Co.  was 
a  factor  in  the  cycle  trade  Mr.  Fisher  was, 
of  course,  a  figm-e,  and  served  as  a  director 
of  the  National  Cycle  Board  of  Trade.  Of 
late  years,  however,  neither  Mr.  Fisher  nor 
the  Gendron  bicycle  had  been  much  heard  of. 


Humber's   Important  Innovations. 

In  the  Humber  motor  bicycle  an  effort  Las 
been  made  to  attain  that  desideratum:  con- 
trol of  the  machine  without  removing  hands 
from  the  bar.  In  this  case  it  is  accomplished 
by  dividing  the  grips;  that  is  to  say,  the 
grips  are  in  two  parts.  Thus,  by  twisting 
one-half  of  the  right  handle  the  sparking 
advance  is  regulated;  by  twisting  the  other 
half  of  the  right  handle  the  exhaust  valve 
is  raised;  by  twisting  one-half  of  the  left 
handle  the  admission  of  air  is  regulated,  and 
so  on.  Both  back  and  front  brakes  are  also 
applied  through  Bowden  wires;  by  a  simple 
connection  the  act  of  applying  the  brake 
automatically  switches  off  the  sparking  cur- 
rent. 

Work  has  been  begun  at  Buffalo,  N.  Y.,  on 
a  new  building  to  be  occupied  by  the  E.  R. 
Thomas  Motor  Co.  The  site  is  on  Niagara 
street,  just  north  of  West  Ferry.  It  is  ex- 
pected to  be  completed  by  February  1. 


There  is  little  of  the  typical  Frenchman 
about  Victor  Breyer,  who  is  now  in  this 
country,  having  come  over  mainly  for  the 
purpose  of  reporting  the  six  day  race  for  his 
paper,    "Le  Velo." 

He  has  the  Gallic  alertness,  and  when  he 
begins  to  talk  he  is  as  vivacious  as  most 
of  his  compatriots,  while  his  language  is  the 
pure  Parisian  of  the  boulevards.  But  there 
the  simile  ends.  He  is  reposeful  in  manner, 
knowing  how  to  sit  still  and  keep  silent  for 
long  periods  when  the  mood  seizes  liim  or 
there  is  nothing  particular  to  do  or  say. 

"Why  has  the  trade  descended  to  such 
depths  in  America?"  he  inquired  of  the 
Bicycling  World  man  one  night  last  week. 

The  question  was  not  an  easy  one  to  an- 
swer offhand,  and  the  interrogated  one 
fenced  a  little  and  then  put  forth  the  con- 
tention that  the  sport  had  ben  the  first  to 
recover  from  the  depression,  and  that  he 
thought  there  would  soon  be  an  improve- 
ment in  the  trade,  too. 

"They  tell  me  that  cycling  as  a  pastime 
is  almost  a  thing  of  the  past,"  the  visitor  con- 
tinued.   "That  is  so?'     I  can't  understand  it. 

"Such  is  not  the  case  in  France.  Thefe 
is  just  as  much  riding — both  for  business 
and  pleasure— as  there  ever  was,  perhaps 
more,  only  it  is  no  longer  a  craze.  People 
go  at  it  in  a  rational  manner  now.  They 
don't  overdo  it  as  they  did  in  the  first  place. 

"There  are,  I  suppose,  a  million  bicycles 
in  France  to-day.  But  then  there  are  forty 
millions  of  people.  So,  you  see,  there  are 
forty  people  to  one  bicycle.  But  the  pro- 
portion of  bicycles  to  population  is  continu- 
ally increasing.  I  look  to  see  the  time  when 
there  will  be  one  bicycle  for  every  ten  peo- 
ple— perhaps  even  more  than  this. 

"All  the  people  who  want  bicycles  are 
not  supplied  yet.  There  are  many  who 
would  like  to  have  them  who  cannot  afford 
to  buy  them,  even  at  present  prices.  A  few 
of  these  do  manage  to  obtain  them  every 
year,  and  thus  the  number  of  riders  is  con- 
tinually increasing.  It  is  not  strange  that 
this  should  be  so,  for  the  bicycle  is  un- 
equalled as  a  business  and  pleasure  vehicle. 
Why,  at  my  office,  I  use  my  bicycle  con- 
stantly. It  is  much  easier  to  get  about  on 
it  through  Paris  streets  "than  on  any  other 
vehicle,  even  an  automobile." 

What  is  the  condition  of  the  French  trade, 
Mr.  Breyer?  What  kind  of  a  season  have 
you  had  this  year?" 

"The  season  has  been  quite  up  to  expecta- 
tions," was  the  reply,  "and  the  trade-T 
what  is  left  of  it— is  in  good  condition.  You 
see,  it  was  overdone,  too,  just  like  yours. 
When  the  boom  came  everybody  rushed  in, 
thinking  that  to  make  or  sell  bicycles  was 
the  surest  and  the  quickest  way  to  make 
money.  Of  course,  they  soon  learned  that 
they  were  mistaken,  and  when  the  bubble 
burst  there  was  a  great  rush  to  get  to  cover. 

"The  big  manufacturing  concerns,  like 
the  Gladiator,  Clement  and  others,  are  do- 
ing very  well.  They  have  ample  capital 
and  factory  facilities,  and  were  able  to 
weather  the  storm.  But  the  little  fellows, 
the  concerns  with  insufficient  capital  and 
little  knowledge  of  or  facilities  for  manu- 
facturing, were  forced  to  the  wall." 


THE  BICYCLING  WORLD 


26t 


WHAT  SHERMAN  LEARNED 


Only  American  at  the  English  Shows  Brings 
Home  Some  Interesting  Views. 


George  W.  Sherman,  who  was  probably 
the  only  American  who  crossed  the  water  to 
attend  the  English  cycle  sliows,  returned  last 
week.  Sherman,  as  the  Bicycling  World 
stated  at  the  time  of  his  departure,  went 
abroad  in  the  interests  of  the  Hendee  Mfg. 
Co.'s  Indian  motor  bicycle.  His  immediate 
purpose,  that  of  closing  a  considerable  order 
with  English  parties,  was  not  only  accom- 
plished, but  arrangements  also  were  effected 
assuring  energetic  representation  in  Holland 
and  Belgium. 

"I  expected  to  learn  more  than  I  did  about 
motor  bicycles  over  there,"  said  Sherman  to 
the  interviewing  Bicycling  World  man,  "but 
there  is  really  little  if  anything  that  they 
can  teach  us  on  that  score.  Practically  all 
of  the  manufacturers  have  simply  purchased 
Continental  motors  and  bolted  them  to  their 
bicycles." 

"How  did  the  shows  themselves  impress 
you?" 

"Impress  me?  It  was  better  than  a  tonic. 
It  carried  me  back  to  the  palmy  days  w^e 
once  enjoyed  in  this  country.  I  didn't  sup- 
pose there  was  so  much  life  and  interest 
existing  in  the  cycle  trade  anywhere.  I 
scarcely  believed  there  were  so  many  cycle 
manufacturers  left  in  the  whole  world  as 
there  were  exhibiting  at  the  shows.  My  visit 
in  the  nature  of  a  revelation." 

"Was  there  anything  strikingly  new  in 
was  in  the  nature  of  a  revelation." 

"No-o,  nothing  particularly  new;  in  fact, 
I  could  see  that  many  American  ideas  and 
designs  were  creeping  in.  There  were  quite 
a  few  bicycles  that  looked  mightily  like  the 
American  models  of  three  or  four  years  ago." 

"Did  the  Chicago  mail-order  house  that 
was  exhibiting  attract  any  great  measure  of 
attention?" 

"Those !" 

The  language  used  by  Sherman  in  response 
to  this  inquiry,  while  it  fits  the  case  and 
reflects  the  general  sentiment,  is  scarcely 
printable.  He  did  express  the  belief,  how- 
ever, that  the  Chicagoan's  tricky  advertising 
would  sooner  or  later  bring  him  afoul  of  the 
English  laws. 

"And  the  Indian  itself— what  sort  of  an  im- 
pression did  it  create?" 

"To  tell  the  truth,  it  met  with  some  criti- 
cism," replied  Sherman,  with  a  smile.  "They 
complained  that  the  gasolene  tank  was  not 
large  enough.  With  their  good  roads,  they 
go  in  for  longer  rides  than  we  do,  and  as 
gasolene  is  not  so  readily  obtainable  in  the 
country,  large  tanks  are  the  rule  there." 

"How  about  the  batteries?  Are  not  accu- 
mulators in  general  use  over  there?" 

"Yes,  and  I  had  several  interesting  argu- 
ments on  the  subject.  I  think  I  convinced 
several  parties  that  the  dry  battery  is  not 
only  better,  but  cheaper  in  the  long  run.    It 


takes  a  long  time  to  properly  recharge  an 
accumulator,  and  it  is  seldom  that  it  retains 
its  strength  for  any  length  of  time." 

"Are  not  the  motors  in  use  rather  under- 
powered?" 

"I  should  say  they  were!  They  have  been 
paying  high  prices  for  cheap  Belgian  motors, 
and  they  are  commencing  to  realize  the  fact. 
Why,  from  all  I  could  learn,  no  man  over 
there  expects  to  get  up  hill  without  pedal- 
ling. But,  at  that,  there  will  be  more  motor 
bicycles  sold  than  will  be  sold  here  next 
year.  Why?  Simply  because  practically 
every  manufacturer,  large  and  small,  has 
taken  them  up  and  is  marketing  them.  They 
are  not  so  full  of  doubt  and  hesitation  as  the 
American  makers." 

"How  do  they  stand  on  the  belt  vs.  chain 
question?" 

"They  are  divided,  of  course.  But  let  me 
tell  you  that  no  one  who  has  ever  had  much 
experience  with  belts  will  continue  their  use 
any  longer  than  he  can  help  it.  They 
make  better  belts  in  England  than  we  do.  I 
saw  one  of  twisted  leather  and  gut  that  im- 
pressed me  very  much.  But  there  is  none 
that  will  give  satisfaction.  Belts  will  slip 
and  stretch,  I  don't  care  how  good  they  are. 
They  are  having  their  full  share  of  trouble 
abroad.  In  England  they  employ  no  methods 
of  adjustment;  they  won't  use  idlers,  be- 
cause they  claim  they  eat  up  power;  and 
yet  they  lose  as  much,  and  more,  by  the 
slipping  of  the  belt.  They  also  run  the  belt 
on  a  soft  and  a  hard  metal  wheel,  and  this 
helps  to  burn  them  and  to  create  verdigris. 
Of  course,  there,  as  here,  you  hear  a  lot 
about  the  jerk  and  breakage  of  chains,  but 
it  is  exaggerated.  A  man  will  cut  a  belt  a 
dozen  times  or  burn  and  ruin  a  half  dozen 
different  ones— I've  been  in  stores  here  where 
there  was  a  dozen  or  more  of  them  hanging 
up — and  he  will  think  little  of  it.  But  if  a 
chain  breaks  he  seems  to  consider  it  a 
calamity. 

"I've  had  nearly  two  years'  experience 
with  belts,  and  want  no  more  to  do  with 
them.  Most  of  the  chain  troubles  are  due 
to  the  ignorance  of  the  riders.  There  is  no 
reason  why  a  chain  should  break  if  the  ma- 
chine is  properly  handled.  Most  of  the 
breakages  occur  in  starting.  A  man  will 
push  the  speed  lever  over,  and  of  course 
the  sudden  application  of  full  power  causes 
a  jerk  and  a  strain.  It  would  play  the  devil 
if  the  engineer  started  his  locomotive  that 
way;  it  would  break  rods  and  couplings 
and  lift  the  engine  off  the  track  if  he 
threw  the  throttle  wide  open.  But  he  does 
nothing  of  the  sort.  He  opens  it  gradually, 
and  attains  speed  gradually.  I  can  illustrate 
this  in  another  way.  If  you  ram  three 
fingers  of  powder  into  a  muzzle  loading  gun 
and  fire  it,  the  'kick'  will  knock  you  off  your 
feet.  If  you  use  but  one  finger  of  powder, 
you  will  scarcely  know  that  the  gun  has 
been  fired.  The  principle  is  exactly  the 
same.  It  is  the  ignorance  and  thoughtless- 
ness of  riders  in  just  such  respects  that 
bring  them  disappointments.  If  they  would 
only  use  their  brains  the  gospel  of  motor 
bicycling  would  spread  so  quickly  that  the 
supply  would  not  begin  to  equal  the  de- 
mand." 


NEW  LICENSES  ISSUED 


Tillinghast  Decision  Brings  Tire  Trad*  To- 
gether Again — The  List. 


While  awaiting  the  decision  of  the  Court  of 
Appeals  in  the  Tillinghast  patent  case,  Col. 
Theodore  A.  Dodge,  president  of  the  Single 
Tube  Automobile  and  Bicycle  Tire  Co.,  was 
not  inactive. 

For  two  months  or  more  he  had  been  en- 
gaged in  diplomatically  bringing  together  the 
licensees  who  had  gradually  drifted  apart 
and  away  from  the  Tillinghast  mooring.  The 
result  of  this  work  became  apparent  immedi- 
ately the  verdict  of  the  Court  of  Appeals  was 
handed  down.  Almost  concurrently  it  came 
out  that  Col.  Dodge  had  "signed  up"  and  re- 
licensed  practically  all  of  the  manufacturers 
identified  with  the  tire  trade,  viz: 

The  Hartford  Rubber  Works  Co.,  Fisk  Rub- 
ber Co.,  India  Rubber  Co.,  Pennsylvania 
Rubber  Co.,  International  Automobile  and 
Vehicle  Tire  Co.,  Diamond  Rubber  Co.,  Good- 
year Tire  and  Rubber  Co.,  B.  F.  Goodrich  Co., 
Boston  Woven  Hose  and  Rubber  Co.,  and  the 
Indiana  Rubber  and  Insulated  Wire  Co. 

The  Kokomo  Rubber  Co.  is  the  only  nota- 
ble omission  from  the  list,  and  it  is  expected 
that  they  will  join  the  fold  within  a  few 
days,  as  until  the  last  "breakup"  they  were 
ever  among  the  most  scrupulous  observers  of 
the  patent. 

There  are  several  licensees  other  than  those 
named,  but  they  are  inactive  so  far  as  tires 
are  concerned,  and  cut  no  figure  in  the  trade. 


Signs  of  Promise. 

Indications  that  the  trade  is  growing  more 
hopeful  and  that  the  outlook  is  taking  on  at 
least  a  suggestion  of  rose  hues  continue  to 
accumulate.  C.  E.  Munroe,  of  the  Frank 
Mossberg  Co.,  Attleboro,  Mass.,  has  just  re- 
turned from  an  extended  Western  trip  with 
a  considerable  bunch  of  the  indications  in  his 
possession.  He  reports  having  booked  or- 
ders for  bells  and  wrenches  that  exceed  by 
fully  50  per  cent  the  business  he  had  done 
on  any  previous  trip  of  the  sort. 


Airless  Incorporates  With  a  flillion.    - 

Newark,  N.  J.— Airless  Pneumatic  Tire  and 
Rubber  Co.,  with  $1,000,000  capital,  to  place 
upon  the  market  an  airless  pneumatic  tire, 
to  manufacture  and  sell  motor  vehicles,  bi- 
cycles, bicycle  supplies  and  deal  in  a  general 
line  of  rubber  goods.  The  stockholders  are 
George  F.  Maguire,  Herbert  D.  Cohen  and 
Nathan  F.  Giffin,  all  of  Newark. 


Indianapolis  Will  Have  a  Show. 

The  third  week  in  February  is  the  time  set 
for  the  holding  of  an  automobile  and  cycle 
show  at  IndianapoUs,  Ind.  Committees 
have  been  appointed  from  the  ranks  of  the 
two  trades,  and  every  effort  will  be  made  to 
make  the  venture  a  success. 


252 


THE  BICYCLING  WORLD 


NATIONAL 


BICYCLES 


Boulder,  Colo. , 

NovemlDer  4,  1901. 
We  are  much  pleased  with 
Nationals.  So  are  the  riders. 
THE  CHAINLESS  IS  PERFECTION. 


We  are  going  to  make  them  the  leaders  in  this  oity  for  1902. 

Yours  truly, 

NEIHEISEL  BROS. 


"The  good  name  that 
endures  forever  is  count= 
ing  for  more  than  it  ever 
counted  before." 

—Bicycling  World,  Dec.  12,  1901, 


>1ational 
(^jCle/Ifg.  (9. 


BAY  CITY 


MICH 


man 


Equal  them  —  If  you   can. 


Investigate  the  merits   of   other  tires  —  find  out  what  they  are  made 
of,  how  they  are  made  and  how  much  they  cost.     Then  look  up  the 


FISK  TIRE. 


It  will  stand  investigation.  It  will  stand  comparison.  It  will  stand 
use.  Why  ?  Because  it  is  made  right — right  materials,  right  methods  of 
construction. 

You  cannot  find  a  better  tire  than  the  Fisk  —  you  can  easily  find 
many  that  are  inferior  to  it.     All  we  ask  is  an  investigation. 


FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 


BOBTON,  SPRINQFIBLD,        ^  NEW  YORK,  PHILADELPHIA, 

604  Atlantic  Ave.  40  Dwisht  St.,  83  Chambers  St.  916  Arch  St. 


SYRACUSE, 

423  So.  Clinton  &t. 


BUFFALO, 


DETROIT, 


CHICAQO, 


SAN  FRANCISCO, 


*l 


28  W.  Genesee  St. 


252  Jefferson  Ave. 


e.  54  State  St.  114  Second  St.  g^ 


THE  BICYCLING  WORLD 


253 


In  which  is  Incorporated 
_ue  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  GO0DMHN  ©©MPHNY, 

123=125  Tribune  Building. 

(154  Nassau  Street) 

NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


Subscription,  Per  Annum  [Postage  Paid]  $2.00 
Single  Copies  [Postage  Paid]  ...  10  Cents 
Foreig-n  Subscription $3.00 

Invariably  in  Advance. 

Postage  stamps  will  be  .iccepted  in  paj-ment  for  subscripiions, 
but  Kot  for  .ndvertiscine.its.  Checks.  Drafts  and  Money  Orders 
:  houid  be  maue  payable  to  The  Goodman  Company. 


Entered   as   sectmd-clas'.    matter   at   the   New  York,  N.  Y., 
Post  Office,  Septen.ber,  u  oo. 


General  Agents:  The  American  News  Co.,  New  York  City 
and  its  branches 

ly^Cliange  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

^ff^  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  facililies  and  information  will  be  at  their  command, 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


New  York,  December  19,  1901. 

Be  merry! 

If  you  can't  be  merry,  be  as  merry  as  you 
can 
and 

Don't  let  your  inability  mar  the  merriment 
of  others— 

Rather  add  to  theirs  if  it  be  possible: 

Such  is  the  spirit  of  Ohristmastide. 


The  riid-Winter  Opportunity. 

With  practically  all  of  the  1902  models 
within  reach,  the  cycle  dealer  who  is  alive 
to  the  occasion  will  seize  the  mid-winter  op- 
portunity afforded  by  the  holidays  and  malie 
ilie  most  of  them. 

As  a  Christmas  gift  for  old  or  young  the 
bicycle  still  possesses  charm,  particularly  if 
it  is  iu  any  way  out  of  the  usual.  The  cir- 
cumstance malies  for  the  display  of  motor 
bicycles,  chainless  bicycles,  cushion  frame 
bicycles  and  the  like,  while  the  clever  mer- 
chant can  turn  even  the  new  features  of  the 
standard  models  to  advantage.  The  use  of 
smaller  tubing  and  lower  gears  and  the  re- 


duction in  weights  furnish  material  on  which 
effective  holiday  advertising  and  talk  may 
be  based. 

In  sundries,  the  lamps,  coaster-brakes, 
decorated  bells,  spring  seat  posts,  engraved 
cyclometers  and  other  etcetera  that  com- 
prise the  stock  of  a  cycle  store  are  worthy 
of  suggestion  as  Christmas  gifts. 

It  is  a  season  when  the  purchasing  public 
is  in  a  mood  for  suggestions  of  the  sort,  and 
the  cycle  dealer  should  not  be  behind  other 
merchants  in  advancing  them.  If  he  does 
not  see  fit  to  advertise  them  in  print,  he  can 
at  least  do  something  of  the  sort  by  giving 
his  show  window  a  "Christmas  appearance." 

Laxity  in  this  regard  has  been  confined 
almost  wholly  to  the  cycle  trade.  With  mer- 
chants all  around  him  reaching  out  for  "holi- 
day money,"  the  cycle  dealer  appears  im- 
bued with  the  what's-the-use  idea,  and,  gen- 
erally speaking,  does  absolutely  nothing,  and 
is  alone  iu  his  doubtful  glory. 

Why  not  rise  to  the  occasion  and  make 
the  most  of  it? 


The  Operation  of  flotor  Bicycles. 

It  will  take  only  a  few  short  years  for  the 
motor  bicycle  to  be  perfected  and  refined  out 
of  nearly  all  semblance  to  its  original  self. 

Already  great  progress  has  been  made,  and 
much  of  the  crudeness  so  painfully  apparent 
in  the  earliest  models  is  disappearing  or  has 
disappeared.  There  is  still  much  to  be  done, 
however,  and  it  behooves  designers  to  lose  as 
little  time  in  the  doing  thereof  as  they  pos- 
sibly can. 

Few  things  are  more  important  or  more 
deserving  of  immediate  *tention  than  the 
arrangement  of  the  levers  and  other  attach- 
ments necessary  for  the  operation  of  the 
motor. 

These  are  five  in  number— the  sparking 
connection,  the  sparking  advance,  the  com- 
pression tap  and  the  gas  and  air  regulators. 
Each  plays  an  important  part,  and  must  be 
easily  accessible  if  good  results  are  to  be 
obtained. 

It  is  fortunate  that  in  the  arrangement  for 
making  and  breaking  the  sparking  connec- 
tion an  ideal  method  was  hit  upon  at  the 
beginning.  To  manipulate  it  the  hand  need 
not  be  removed  from  the  grip. 

It  is  a  pity  that  it  was  not  possible  to  ar- 
range the  other  parts  so  easily  and  conven- 
iently. Great  difficulties  stood  in  the  way, 
of  course,  for  no  one  will  disptue  the  con- 
tention that  as  the  rider  needs  both  hands 
for  steering  he  should  not  be  obliged  to  re- 
move either  of  them  for  the  purpose  of  oper- 
ating or  regulating  the  motor. 


Of  the  levers  referred  to,  the  one  control- 
ling the  compression  tap  is  in  a  sense  the 
most  important. 

The  rider  must  start  with  this  tap  open, 
and  before  the  machine  is  under  good  head- 
way he  must  take  his  hand  from  the  bar 
and  close  the  compression.  If  the  proper  ex- 
plosions do  not  come  at  once  he  must  open 
the  tap  again,  pedal  a  few  revolutions,  and 
once  more  close  the  tap.  To  a  novice,  par- 
ticularly, this  is  very  trying,  and  he  fre- 
quently forgets  to  close  the  tap  or  to  open  it 
when  he  finds  the  motor  is  not  working 
properly. 

If  the  tap  could  be  worked  from  the  handle 
bar,  without  removing  the  hand  from  the 
grip,  as  by  means  of  a  lever  worked  by  the 
thumb,  a  long  step  forward  would  be  taken 
iu  the  direction  of  simplicity  and  con- 
venience. 

Next  in  order  comes  the  lever  for  the 
sparking  advance.  At  the  start  it  is  not  so 
much  needed  as,  say,  the  gas  and  air  levers; 
for  it  is  set  at  the  slow  speed  at  the  start, 
and  only  advanced  when  the  motor  gets  to 
working  properly  and  the  rider  desires  to 
increase  his  speed.  But  where  it  tries  the 
nerves  of  any  but  a  veteran  motocyelist  is 
when  he  desires  to  slow  suddenly  and  has 
to  remove  his  hand  from  the  bar  and  search 
for  the  sparking  lever.  He  can,  of  course, 
cut  off  the  sparking  entirely  by  breaking  the 
connection  at  the  grip,  but  it  is  frequently 
better  to  retard  the  sparking  and  thus  slow 
instead  of  stopping  the  machine. 

The  gas  and  air  levers,  or  lever— for  some- 
times they  are  combined— are  not  nearly  ^o 
important  to  the  novice. 

The  nice  discrimination  which  enables  a 
rider  to  key  these  up  to  concert  pitch,  and 
to  keep  them  there,  comes  only  with  much 
practice.  They  are  not  likely  to  need  at- 
tention in  an  emergency,  and  can  be  manipu- 
lated at  ease. 

But  the  compression  and  the  sparking 
levers  should  be  so  placed  that  they  can  be 
operated  without  taking  the  hands  from  the 
grips. 

The  designer  who  accomplishes  this  object 
will  confer  a  boon  on  the  army  of  motocycle 
riders  that  the  coming  and  succeeding  sea- 
sons will  bring  forth. 


The  L.  A.  W.  and  its  Future. 

Evidence  that  our  references  to  the  sorrow- 
ful condition  of  the  League  of  American 
Wheelmen  have  not  been  wholly  vain  is 
presented  in  another  column. 

Bach  of  the  communications  Is  of  interest 
and  points  to  a  moral. 


254 


THE  BICYCUNG  WORLD 


Mr.  Hassan  really  puts  his  finger  on  one  of 
the  most  vital  spots  in  the  League  structure. 
It  indicates  that  the  right  men  are  not  in 
the  right  places.  That  men  lilie  Hassan,  who 
are  ready  and  anxious  to  do  something, 
should  be  placed  on  committees,  the  heads  of 
which  are  mere  title-holding  drones,  is  one  of 
the  heavy  weights  that  have  dragged  and  are 
dragging  down  the  organization. 

President  Earle's  high-lieyed  peroration 
doubtless  contributed  to  his  own  self-satis- 
faction, and  may  wring  tears  from  the  man 
who  is  moved  by  sentimental  similes,  but 
to  those  who  are  not  blinded  by  a  cloud  of 
fine-strung  words  Earle's  effort  will  but 
strengthen  suspicion  that  he  is  not  the  man 
for  the  oflice  he  fills.  Viewed  without  feel- 
ing, it  is  a  pitiful  confession  for  the  presi- 
dent of  the  League  to  make.  It  proves  him 
unworthy  of  his  position.  The  frost  to  which 
he  refers  has  evidently  chilled  his  energies 
and  shortened  his  range  of  vision.  Senti- 
ment is  a  fine  thing  in  its  place,  but  the  man 
imbued  with  the  idea  that  the  L.  A.  W.  can 
never  again  be  more  than  a  sentimental  or- 
ganization is  an  obstacle  to  its  regeneration 
and  upbuilding;  he  should  be  let  down  and 
out  of  official  life  as  quickly  and  as  grace- 
fully as  possible.  The  League  has  served 
Earle's  purpose,  or  one  of  his  purposes— it 
has  advertised  him  and  got  him  into  practi- 
cal politics  and  made  him  a  Congressional 
possibility— and  there  is  need  now  for  a  man 
who  has  no  such  bees  buzzing  in  his  bonnet. 
The  League  has  not  outlived  its  usefulness. 
If  it  has  remaining  officers  who  can  see 
beyond  their  noses  they  must  see  that  the 
motor  bicycle  is  making  for  a  considerable 
revival  of  cycling  interest  that  will  bring 
with  it  a  return  of  many  of  the  questions  of 
offence  and  defence  that  ruled  in  earlier 
years.  The  Massachusetts  Division  is  at  this 
moment  engaged  in  a  legal  squabble  of  the 
sort,  of  which  there  will  be  more  rather  than 
less.  Within  the  last  month  an  individual 
accomplished  what  the  League  should  have 
accomplished:  he  induced  a  railway  associa- 
tion to  rescind  its  rule  against  the  accept- 
ance of  motor  bicycles  as  baggage. 

The  truth  is  that  Mr.  Earle  and  his  col- 
leagues have  not  sought  to  do  anything,  and 
of  course  nothing  has  been  done.  "Good 
roads"  and  "good  fellowship"  is  the  burden 
of  their  song,  which  has  required  but  a 
movement  of  the  lips  to  sing.  At  the  risk 
of  shocking  the  gentlemen  who  have  Earle- 
frost  on  their  heads,  we  venture  to  say  that 
the  L.  A.  W.  has  suffered  an  overdose  of 
good  roads.  It  is  a  good  war  cry  and  a 
proper  plank  in  the  League  platform,  and  a 


worthy  field  of  endeavor;  but,  for  all  of  that, 
the  average  man  on  a  bicycle  or  off  of  it  is 
not  paying  $1  per  year  merely  to  help  the 
cause  of  highway  reform.  He  should  do  so, 
of  course;  but  the  fact  remains  that  he  does 
not,  and  will  not,  and  it  is  high  time  the 
fact  was  recognized  and  admitted.  Your 
average  wheelman  must  be  attracted  and 
tempted  with  more  material  or  more  per- 
sonal bait. 

We  understand  that  at  the  meeting  of  the 
National  Assembly  a  proposition  will  be  of- 
fered eliminating  State  divisions  and  provid- 
ing only  for  national  officers,  who  shall  be 
elected  by  the  general  membership.  We  are 
not  informed  as  to  whether  such  is  a  part 
of  the  idea,  but  if  the  national  committees 
are  not  also  abolished  we  think  the  plan 
should  be  adopted.  The  State  divisions  are 
but  nominally  alive,  and  with  alert  national 
officers  and  national  committeemen,  under 
whatever  name,  the  interests  of  all  sections 
will  be  represented  and  served  lar  better 
than  is  at  present  the  case,  while  election  by 
popular  vote  unquestionably  makes  for 
greater  general  interest. 

We  are  told  also  that  the  plan  embodies 
the  construction  of  "a  good  hotel  system"— 
that  agents  working  on  commission  will 
scour  the  country,  effecting  the  necessary 
arrangements  and  adding  to  the  League 
membership.  The  man  who  fathers  the  mo- 
tion may  have  more  data  at  hand  than  we 
have,  but  we  certainly  have  small  faith  that 
hotelkeepers  will  invest  very  heavily  in  "gold 
bricks"  of  the  sort  at  this  late  day.  The 
term  "League  hot^"  like  "good  roads,"  looks 
well  in  print,  but  few  cycling  birds  are  so 
gullible  as  to  be  caught  by  such  chaff.  "Good 
fellowship"  and  "fraternal  feeling"  are  other 
terms  that  have  but  a  semblance  of  meaning 
as  applied  to  the  L.  A.  W.  Practically  the 
only  men  who  fraternize  and  have  the  "good 
times"  of  which  President  Earle  speaks  are 
the  men  who  spend  their  divisions'  money  in 
attending  that  annual  prattle,  the  National 
Assembly,  each  year. 

What  is  to  be  done? 

In  the  first  place,  the  officers  of  the  L.  A.  W. 
should  stop  playing  politics  and  trying  to 
hide  their  do-nothingness  in  the  dust,  "good 
roads."  They  should  look  at  things  as  they 
are,  and  cease  deceiving  themselves  and 
trying  to  deceive  every  one  else.  If  there  is 
too  much  "frost"  on  the  heads  of  the  re- 
sponsible men  the  sunshine  of  youth  might 
be  let  in;  it  may  serve  to  melt  the  frost  and 
warm  the  blood  of  the  organization. 

Let  a  man  of  ideas  be  made  president- 
one  who  is  not  a  politician,  and  who  will 


himself  work  and  appoint  men  who  will 
work,  or  who  will  remove  them  if  they  fail 
to  do  so.  No  frosted  politicians,  sentiment- 
saturated  mossbacks  or  "grafting"  hangers- 
on  should  be  permitted  to  apply. 

Let  the  League  be  made  attractive.  Let 
it  do  something  more  than,  parrotlike, 
screech  "Good  roads!"  whenever  it  is 
touched.  Let  there  be  a  reorganization— a 
modernized  return  to  first  principles,  in 
which  "grafters"  were  unknown,  and  enter- 
prise and  good  fellowship  were  cardinal  ele- 
ments. 

Let  the  League  declare  that  it  is  of  and 
for  motocycles  and  for  the  defence  of  them 
as  for  all  other  cycles— there  is  doubt  on  the 
point— and  let  the  declaration  be  shouted 
from  the  housetops  and  the  most  be  made 
of  it. 

Let  "touring"  displace  "good  roads"  as  the 
catch  cry,  and  let  tie  word  mean  something. 
There  is  room,  plenty  of  room,  for  a  League 
tour,  or  two,  three  or  four  League  tours  each 
year;  the  country  is  wide  and  full  of  beau- 
ties. The  tours  wiJl  carry  fraternalism,  road 
books,  good  roads  and  League  hotels  with 
them. 

Let  the  League  promote  some  affairs  of 
national  interest — a  road  race  (hear  the 
mossbacks  howl!),  a  hill  climb,  a  coasting 
contest  or  anything  else  of  the  sort  that  is 
of  human  interest.  If  need  be,  let  the  events 
be  made  a  part  of  the  annual  meet  or  tour. 

Let  the  League  turn  a  prod  or  searchlight 
on  its  official  organ,  its  press  committee  and 
its  other  committees.  Let  the  League  tear 
a  few  pages  from  the  book  of  the  French 
Cycle  Touring  Club,  which  steadily  main- 
tains a  membership  of  some  75,000  and  a 
^  surplus  of  nearly  $40,000,  yielding  an  annual 
income  of  $1,200,  sufficient  to  pay  a  secre- 
tary's salary.  Let  the  League  learn  how 
these  results  are  attained,  and  at  least  seek 
to  equal  if  it  cannot  excel  them. 

The  avenues  of  enterprise  are  not  closed 
to  the  L.  A.  W.  It  has  not  found  them, 
simply  because  its  leaders  have  not  faithfully 
and  energetically  tried  to  find  them;  and 
they  will  not  be  found  if  the  same  old  stripe 
of  man  is  again  chosen  to  lead— the  man 
who  bangs  a  small  drum  and  yells  "Good  i 
roads!"  until  he  Is  blue  in  the  face.  | 

The  League  lacks  human  interest;  that  is       ' 
the  source  of  its  discomfiture.     A  man  of 
energy  and  ideas,  with  wisdom   enough  to 
select  fellows  of  his  kind,  can  work  a  trans-       , 
formation   and   save   the   League   from    the       j 
oblivion  which  now  threatens  it.    It  is  to  be       ' 

hoped  that  the  opportunity  will  make   the 

I 
man. 


THE  BICYCLING  WORLD 


255 


ORIENT  BICYCLES 


nODELS  FOR  1902 
ARE  NOW  READY. 


WRITE  FOR  AGENCY. 


The  Orient  line  for  this  season  is  a  winner. 
Eight  elegant  models   ranging  from  $30  to  $50. 


Hand= 
some 
New 

Catalog 
is  now 

in  Press 


WALTHAH  riANUFACTURINQ  COflPANY 

WALTHAM,    MASSACHUSETTS 


For  all  who  Seek 
Coaster-Brake  Satisfaction   ^ 

THE  FORSYTH 

has  claims  the  cannot  be  minimized. 


It  Costs  NotliJng 

to  learn  what  they  are.   Simply  say  the  word 

and  we  will  be  pleased  to  submit  some 

figures  and  show  yoa  some  features 

about  coaster  brakes  that    you 

may  not  have  known  before. 


FORSYTH  MFG.  CO.,  Buffalo,  N.  Y. 


AS    A 

Christmas  Present  for  Yourself 

You  won't   find    anything 
that   will    afford    more 

PLEASURE,  PROFIT  AND  SATISFACTION 

THAN    THE 

ROYAL  ACENCY. 


It  is  an  exclusive  present,  however. 
Only  one  man  in  each  town  can  possess  it. 


ROYAL  MOTOR  WORKS, 


Chicopee  Falls,  Mass. 


256 


THE  BICYCUNG  WORLD 


Bad  Plight  of  the  Premier. 

In  marked  contrast  to  the  showing  of  other 
British  cycle  concerns  is  that  made  by  the 
Premier  Cycle  Co.,  as  revealed  in  its  annual 
report.  A  loss  of  some  $20,000  is  acknow- 
ledged, which  is  made  worse  by  comparison 
with  1900— admittedly  a  much  worse  year 
generally— when  a  slight  profit  was  earned. 

It  is  not  surprising,  therefore,  that  this 
hugely  capitalized  concern  faces  a  reorgani- 
zation. The  trading  loss  is  trifling  and  its  re- 
sources are  enormous,  there  being  more  than. 
$250,000  cash  in  hand.  But  with  a  capi- 
tal of  $3,000,000  and  a  steadily  falling  busi- 
ness, it  Is  very  evident  that  it  is  time  to 
do  something.  Therefore,  the  present  di- 
rectors have  drawn  up  a  plan  of  reorganiza- 
tion, and  in  presenting  it  offer  to  resign  en 
bloc,  first  electing  such  successors  as  the 
stockholders  may  wish  to  put  in  their  places. 
Under  the  plan  the  stock  is  reduced  to  $875,- 
000,  the  preference  and  ordinary  sharehold- 
ers having  their  shares  cut  down  in  value 
to  10  and  4  shillings,  respectively.  In  addi- 
tion, the  venders— the  old  Premier  Cycle  Co. 
-agree  to  cancel  50,000  preference  and  50,- 
000  ordinary  shares  now  held  by  them.  The 
measure  is  a  drastic  one,  but  it  is  a  case  that 
calls  for  heroic  measures.  The  inauguration 
of  a  new,  wideawake  policy  is  a  part  of  the 
scheme. 

The  Premier  Co.  is  one  of  the  oldest  cycle 
making  concerns  in  the  world,  and  at  one 
time  it  was  quite  a  factor  in  this  country's 
trade.  It  has  been  afflicted  with  dry  rot  for 
some  time. 


He  is  of  Qood  Cheer. 

There  is  an  optimistic  dealer  in  Spring- 
field, 111.,  one  who  has  no  liking  for  the 
role  of  Jeremiah  and  declines  utterly  to 
play  it. 

"We  have  ordered  a  number  of  wheels 
from  the  travelling  men,  to  be  shipped  as 
soon  as  spring  opens  up,  and  I  expect  that 
the  trade  for  the  season  of  1902  will  be  as 
good  as,  if  not  better,  than  last  season,  and 
we  had  nothing  to  complain  of,"  he  is  quoted 
by  a  local  paper  as  saying. 

"A  great  many  people  have  supposed  for 
the  past  two  or  three  years  that  the  bicycle 
business  has  run  its  course,  but  such  is  not 
the  case.  We  sold  a  large  number  of  wheels 
last  season,  and  the  prospects  are  good  for  a 
successful  season  this  year.  The  word  'sea- 
son' is  getting  to  mean  the  whole  twelve 
months,  as  those  who  now  ride  wheels  do 
so  far  the  whole  year  or  a  greater  part  of  it. 
The  bicycle  is  a  thing  that  has  come  to  stay 
on  account  of  its  many  good  qualities,  and 
there  will  be  a  steady  sale  for  years  to 
come." 

Sale  of  Spiers  Machinery. 

With  the  sale  of  the  machinery  once  used 
in  the  old  Spiers  Mfg.  Co.  factory  at  Worces- 
ter, Mass.,  which  took  place  last  week,  the 
last  trace  of  that  concern  passes  away.  The 
machinery  was  disposed  of  at  private  sale, 
and  brought  good  prices.  It  had  been  used 
by  an  automobile  concern,  and  when  the  lat- 
ter removed  it  was  decided  to  clear  it  out. 


On  the  Field  of  Mars. 

In  its  utilitarian  aspect  the  bicycle  is 
bound  to  continue  to  come  to  the  front  as 
the  years  go  by.  Its  fields  of  usefulness  are 
being  extended,  and  each  new  use  to  which 
it  is  put  makes  plain  its  fitness  for  the  pur- 
pose. 

In  future  military  operations  in  particu- 
lar its  infiuence  will  be  considerable.  Speak- 
ing on  this  subject,  a  distinguished  foreigner 
is  quoted  as  saying: 

"The  military  cyclist  is  bound  to  become  a 
most  important  factor  in  military  tactics  and 
manoeuvres  of  the  future,  for  the  following 
reasons: 

"First— His  speed  possibilities  are  greater. 
In  nine  cases  out  of  ten,  over  any  class  of 
country,  a  cyclist  will  always  outpace  a 
horse. 

"Second— He  offers  a  much  smaller  target 
for  the  pursuing  shots,  and  practically  the 
only  way  to  disable  the  cyclist  is  to  bring 
him  down  himself. 

"Third — He  can  hide  much  more  easily 
than  a  cavalryman. 

"Fourth— The  cyclist  has  a  natural  knowl- 
edge of  roads,  and  can  pick  up  the  'lay'  of  a 
country  by  trained  instinct. 

"We  love  the  horse,  but  we  know  the  bi- 
cycle would  be  superior  for  the  purposes  he 
serves  in  war.  He  is  punctured  as  frequent- 
ly as  any  pneumatic  tire.  He  needs  oats. 
He  is  slow  and  bothersome.  He  is  subject 
to  all  sorts  of  illnesses.  And  some  day  he 
will  give  way  to  the  bicycle." 


Jobbers,  Be  Wise! 


Handle  these 
Goods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


NEW  YORK 

BUFFALO 


BRANCHES 
CHICAQO 


BOSTON 
PHILADELPHIA 


Wolff-American 


and 


Regal 


We   are   closing    contracts    rapidly.      How 

about  your  section  ?     Better  write  us 

for  catalogue  and  proposition. 

Immediate  delivery. 


-»--« 


Stearns  Bicycle  Agency, 

General   Distributors, 
SYRACUSE,   N.  Y.,    U.S.A. 


THE  BICYCUNG  WORLD 

THE  L.  A.  W. ;  ITS  FAILINGS  AND  AILINQS 


261 


The  Bicycling  World   Brings   out  Some    Interesting  Opinions   and    Suggestions— President 
Earle's  Pitiful  Confession  That  There  is  Nothing  Hore  for  the  League  to  do- 
Real  Workers  do  not  Share  his  Views. 


Editor  The  Bicycling  World: 

One  might  as  well  mourn  because  the  army 
that  fought  the  battles  from  1861  to  1865, 
by  whose  courage  and  efforts  this  glorious 
country  was  sustained  and  relieved  of  its 
troubles,  no  longer  exists  in  all  its  military 
grandeur,  as  to  mourn  for  the  oldtime  L.  A. 
W.  army  that  existed  in  all  its  grandeur,  and 
with  all  of  its  courage  and  enthusiasm,  until 
lilcewise  it  relieved  this  country  of  the 
troiibles  that  did  exist,  and  which  was  the 
cause  that  made  necessary  such  an  organiza- 
tion. 

Each  has  fought  its  battles,  each  has  won, 
each  has  made  this  country  better,  each 
worlved  for  freedom;  one  freed  the  laborer, 
no  matter  what  color;  the  other  freed  the 
traveller,  no  matter  what  carriage. 

One  no  longer  hunts  for  an  army  to  flght, 
but  has  laid  aside  its  guns,  its  Ijnapsacks, 
its  every  army  accoutrement,  and  meets 
around  its  fraternal  camp  fires,  enjoying  a 
brotherly  association  which  will  better  fit 
them  to  meet  around  the  Great  Camp  Fire 
at  which  white  or  black,  blue  or  gray,  the 
animosities,  the  sectional  lines  and  class 
liatreds  will  not  be. 

The  L.  A.  W.  likewise  to-day  is  a  fraternal 
organization  or  nothing;  no  longer  any  un- 
just decisions,  no  longer  any  hateful  ordi- 
nances, no  longer  anj'^thing  to  make  neces- 
sary to  keep  in  lighting  trim.  Then,  like  as 
the  G.  A.  E.  meet  around  their  camp  fires, 
so,  too,  the  L.  A.  W.  members  should  meet 
around  their  festive  boards  and  enjoy  the 
association  of  meeting  "oldtime  wheelmen." 

In  the  next  Assembly  steps  should  be 
taken  to  make  it  a  more  fraternal  and 
national  and  less  a  fighting  and  sectional 
organization. 

It  will  be  noticed  in  that  Assembly  that 
the  frost  is  on  the  hair  that's  left  upon 
the  head  of  many  a  member.  Especially  is 
this  true  with  the  venerable  secretary,  with 
his  whiskers,  with  his  glasses,  with  his 
squint,  buc,  best  of  all,  with  his  good  old- 
time  fraternal  spirit. 

Good  times,  good  roads,  good  deeds,  must 
occupy  the  attention  of  the  oi-ganization. 

Steps  should  be  taken  to  eliminate  all  State 
divisions,  and  by  so  doing  provide  for  a  first 
class  magazine  and  the  support  of  a  national 
headquarters  in  touch  with  every  member  of 
the  League.  H.    S.    EARLB, 

President  League  of  American  Wheelmen. 


true  condition  which  it  seems  we  are  con- 
fronting in  cycling,  and  in  the  L.  A.  W.  espe- 
cially. It  is  hardly  possible  to  believe  that 
an  organization  which  a  very  few  years  ago 
tiad  something  like  120,000  members  has  now 
dwindled  to  12,000. 

We  can  all  realize,  of  course,  that  the  good 
old  days  of  race  meets,  division  meets  and 
national  meets  are  over,  but  we  all  have  the 
same  interests  regarding  the  welfare  of  the 
wheel  and  good  roads  that  we  then  had,  and 
these  interests  could  be  as  well  conserved  at 
the  present  time  as  they  were  during  the  old 
days. 

I  believe  there  certainly  is  something  "rot- 
ten in  Denmark,"  and  that  a  rejuvenation  of 
the  L.  A.  W.  could  be  accomplished  success- 
fully if  only  the  proper  means  were  employed 
and  the  right  kind  of  men  would  take  hold. 
We  have  just  as  strong  and  influential  men 
in  the  trade  at  the  present  time  as  we  ever 
had,  and  by  enlisting  their  enthusiasm,  as 
well  as  that  of  the  strongest  pillars  which 
still  remain  standing  in  the  lay  ranks,  it 
seems  as  if  a  successful  effort  might  be  put 
forth  to  resurrect  the  old  ghost. 

I  shall  always  be  a  member  of  the  L.  A.  W. 
as  long  as  it  exists,  and  hope  that  it  will 
always  be  found  alive  and  dictating  to  the 
good  of  the  cause. 

J.  A.  M'GUIRE,   Denver,  Colo. 


Editor  The  Bicycling  World: 

It  is  probably  unnecessary  to  tell  you  that 
I  was  deeply  interested  in  the  article  "The 
Trade  and  the  L.  A.  W.,"  and  that  it  aroused 
me  for  the  first  time  in  some  years  to  the 


Editor  The  Bicycling  World. 

I  have  perused  the  article  "The  Trade  cad 
the  L.  A.  W."  in  the  issue  of  December  5, 
and  am  heartily  in  accord  with  your  views 
in  the  matter  of  the  upbuilding  of  the 
L.  A.  W. 

I  agree  with  you  tliat  some  divisions  are 
governed  and  controlled  by  a  so-called  lot 
of  "gi-aftys,"  but  such  things  will  occur  in 
the  best  regulated  families;  however,  there 
should  be  some  remedy  for  such  an  evil. 

The  objects  and  aims  of  the  League  could 
not  be  improved  upon,  but  I  am  of  the 
opinion  that  the  beginning  of  the  decline 
was  caused  by  the  official  organ  taking  a 
hand  in  politics;  the  next  bad  step  was  their 
going  into  the  mercantile  business  in  furnish- 
ing periodicals,  etc.,  at  reduced  rates;  next 
was,  as  you  state,  the  inactivity  and  non- 
support  of  the  trade  in  all  matters  looking 
to  the  upbuilding  and  advancement  of  the 
League. 

Numerous  other  "causes"  may  be  ad- 
vanced, but  that  does  not  remedy  the  trouble; 
we  must  now  look  forward  to  some  plan 
whereby  a  revival  may  be  brought  about. 

I  am  one  of  the  National  Local  Organiza- 
tion Committee,  but  have  failed  to  hear  from 
our  chairman  since  our  first  appointment,  al- 


though I  have  been  ready  and  willing  to 
meet  and  act  with  said  committee  at  any 
time. 

When  the  life  membership  was  adopted  I 
was  one  of  the  first  to  "take  hold,"  my  num- 
ber being  9;  I  have  served  in  several  capaci- 
ties in  the  State,  and  have  been  Chief  Con- 
sul for  the  past  three  years;  and,  while  the 
office  did  pay  a  nominal  salary,  I  had  same 
discontinued  and  served  without  pay,  besides 
being  under  extra  expense  for  postage,  etc. 
I  have  written  numbers  of  letters,  but  have 
been  unable  to  stir  up  any  enthusiasm. 

In  my  opinion,  a  reorganization  of  some 
kind  should  take  place.  The  objects  of  the 
League  are,  and  should  be,  principally  on 
the  lines  of  good  roads,  highway  improve- 
ments, touring,  both  local  and  international, 
and  a  general  fraternalism  among  the  mem- 
bership, whereby  general  assistance  and  in- 
formation pertaining  to  wheeling  and  wheel- 
men should  be  at  all  times  available. 

I  am  ready  and  willing  at  any  and  all 
times  to  give  my  time  and  labor  to  bring 
about  some  reorganization  or  assist  in  any 
way  to  revive  the  League,  and  will  be  at 
your  service  to  assist  should  you  desire  to 
take  the  initiative  in  the  work. 

WALTER    B.    HASSXn, 

Chief  Consul,  Indiana  Division,  L.  A.  W. 


Editor  The  Bicycling  World: 

I  read  with  much  interest  your  article  in 
the  Bicycling  World  of  December  5  on  "The 
:i'rade  and  the  L.  A.  W."  I  thoroughly  agree 
with  you  that  a  livelier  trade  and  interest 
would  result  were  the  men  of  the  cycle  trade 
to  lielp  in  the  work  of  the  League.  There 
is  no  doubt  that  the  manufacturers  and 
dealers  made  a  serious  mistake  in  casting 
loose  from  the  cyc'.ng  organizations  and 
ceasing  to  take  part  in  the  promotion  of  race 
meets,  etc. 

Here  in  St.  Louis  there  are  several  dealers 
who  have  fine  stores,  etc.,  but  will  not  even 
renew  their  L.  A.  W.  memberships,  although 
they  are  but  $1  per  year.  One  does  not  feel 
very  much  like  pushing  a  thing  when  these 
people,  who  are  financially  interested  in  the 
results  which  bear  out,  do  not  care  to  assist 
in  the  least. 

I  do  not  believe  the  cycle  trade  will  ever 
make  much  out  of  the  class  of  riders  who 
ride  only  to  save  car  fare,  or  because  the 
bicycle  is  a  convenient  vehicle  to  get  around 
with.  These  people  buy  only  old,  second- 
hand or  other  cheap  machines,  and  in  most 
cases  do  not  even  know  the  make  of  machine 
they  ride.  It  is  the  enthusiast  who  will 
spend  money  on  new  models  and  new  de- 
vices.    In   the   palmy   days   of  the  bicycle 


262 


THE  BICYCUNG  WORLD 


most  riders  used  to  purchase  a  uew  machine 
every  j-ear,  and  thej^  could  tell  at  a  glance, 
too,  what  year's  model  their  brother  -wheel- 
men were  riding,  to  say  nothing  of  being 
able  to  tell  the  make  of  machine.  Indeed, 
we  used  to  wonder  where  all  the  old  ma- 
chines went.  Wheels  cost  $150,  too,  in  those 
days. 

Only  a  few  days  ago  I  met  a  man  who 
told  me  he  never  enjoyed  anything  better  in 
his  life  than  cycling  when  it  was  at  its 
height;  now  he  does  not  ride  at  all.  He 
says  he  quit  because  every  one  else  quit.  I 
have  met  many  others  in  the  same  fix.  I 
believe  the  game  can  easily  be  started  again 
if  the  manufacturers  and  dealers  will  only 
do  something  to  revive  interest. 

The  officers  of  the  L.  A.  W.  are  in  nearly 
every  case  old  standbys  who  are  doing  all  in 
their  power  to  hold  the  grand  old  organiza- 
tion together.  There  is  no  excuse  for  allow- 
ing the  L.  A.  W.  to  shrivel  up.  We  should 
have  a  national  organization  of  wheelmen 
by  all  means.  There  is  as  much  need  of 
this  now  as  in  the  past.  What  the  L.  A.  W. 
accomplishes  is  not  only  a  benefit  t#  every 
class  of  wheelmen,  but  it  is  a  far  greater 
benefit  to  every  maker  of  or  dealer  in  bicycles 
and  sundries. 

Every  dealer  should  be  an  enthusiastic 
L.  A.  W.  worker  and  endeavor  to  secure  ap- 
plications. For  they  are  the  ones  who  come 
in  contact  with  wheelmen  more  than  any- 
body else.  Indeed,  one  of  the  chief  reasons 
for  the  L.  A.  W.  membership  dropping  is 
the  indifferent  state  of  the  dealers. 

Every  manufacturer  of  bicycles  and  sun- 
dries should  have  in  his  catalogue  an  appli- 
cation blank  and  a  few  good  words  for  the 
L.  A.  W.  The  time  to  make  an  enthusiast 
is  when  a  rider  buys  a  new  machine. 

I  am  greatly  surprised  at  what  you  say  of 
salary  grabbing  in  some  of  the  divisions, 
and  cannot  believe  that  this  is  correct.  Here 
in  Missouri  no  salaries  are  paid,  and  many 
of  the  expenses  of  the  division  are  paid  by 
tlie  officers  and  other  enthusiastic  members 
personally.  More  than  this,  none  of  the 
officers  of  this  division  are  connected  with 
the  cycle  trade  in  any  way.  Missouri  is  not 
one  of  the  largest  divisions,  but  it  is  by  no 
means  one  of  the  smallest. 

When  the  question,  "What  do  I  get  for  my 
dollar?"  is  put  to  us  we  feel  pretty  much 
like  Conway  W.  Sams,  ex-president  of  the 
League,  who  once  wrote  the  following  in 
the  L.  A.  W.  Bulletin:  "When  a  man  asks 
me  what  he  gets  for  his  dollar  when  he  joins 
the  L.  A.  W.  a  feeling  of  utter  disgust  comes 
over  me.  As  long  as  the  old  organization 
lives— which  will  be  for  many  a  long  day  to 
come — it  will  always  have  my  dollar.  Too 
much  has  been  accomplished  for  any  one  to 
ever  think  of  abandoning  an  organization 
which  has  been  successfully  run  by  devoted 
men,  unsupported  at  times  and  without  a 
cent  of  compensation.  I  feel  sure  that  all 
these  facts  are  not  brought  to  the  attention 
of  wheelmen  as  they  should  be,  because  if 
they  were  I  cannot  see  how  a  man  with 
the  proper  amount  of  good,  healthy  blood  in 
his  body  could  decline  to  become  a  member. 


We  cannot  always  guarantee  to  feed  and 
clothe  a  member  for  $1,  but  the  idea  should 
be  that  it  is  an  honor  to  belong  to  the 
L.  A.  W.,  and  not  always  what  can  I  get 
out  of  it!" 

I  am  glad  to  know  that  the  Bicycling 
World  opens  its  columns  to  the  L.  A.  W.,  and 
anything  that  turns  up  in  Missouri  which  I 
think  will  be  of  interest  to  the  Bicycling 
World  I  will  gladly  forward. 

.    GEO.  LANG,  JR., 
Secretary-Treasurer  Mo.  Div.,  L.  A.  W. 


Editor  The  Bicycling  World: 

You  hit  it  pretty  near  right  in  your  issue 
of  December  5  when  you  stated  in  substance 
that  it  was  the  do-nothing  policy  that  is 
dragging  down  the  L.  A.  W.  But  it  is  not 
exactly  reasonable  to^expect  that  any  one  in 
the  trade  will  display  interest  or  turn  a 
hand  when  the  very  men  elected  and  hold- 
ing titles  which  are  supposed  to  stand  for 
something  are  doing  absolutely  nothing  but 
spending  the  money  that  their  divisions 
draw. 

There  are  thousands  who  might  be  induced 
to  renew  their  membership  were  they  but 
asked,  but  from  aU  I  can  gather  there  is 
neither  money  nor  effort  being  expended  in 
that  direction;  the  divisions  do  not  do  it,  and 
the  national  officers  have  not  sufficient  in- 
come. New  York,  1  am  told,  is  the  only  live 
division  remaining;  all  of  the  others  are  dead, 
or,  at  any  rate,  they  are  without  working 
officers,  most  of  them  being  in  debt  because 
of  roadbooks  issued  at  less  than  first  cost; 
even  New  York  is  up  to  its  neck  in  debt,  but 
at  that  the  future  of  the  League  is  really  in 
its  hands. 

Nothing  was  done  at  Philadelphia  last 
year,  and  if  the  National  Assembly  in  Febru- 
ary is  again  turned  into  a  political  pot  boiling 
over  with  ambitious  politicians  there  will  be 
no  League  left  within  six  months;  only  a 
name  will  remain.  If  New  York  faces  the 
issue  squarely  and  does  not  "play  politics" 
as  in  the  past,  there  is  hope;  the  fate  of  the 
L.  A.  W.  is  in  its  hands,  and  if  it  does  not 
see  what  the  Bicycling  World  has  been  keen 
enough  to  discern— that  radical  reorganiza- 
tion is  necessary,  that  divisions  must  go  or 
sing  small,  and  that  it  is  a  national  organi- 
zation or  nothing— nothing  will  be  the  result. 

I  have  gone  out  of  my  way  to  glean  infor- 
mation, and  these  opinions  are  the  result. 
The  L.  A.  W.  is  even  more  perilously  near 
utter  and  abject  collapse  than  is  apparent  on 
its  surface. 

ONE    OF   THE    OLD    GUARD. 


Close  to  Perpetual  Motion. 

Lifting  one's  self  by  the  bootstraps  is  not 
in  it  with  a  device  shown  at  one  of  the 
British  shows.  This  was  a  bicycle  in  which 
the  crank  axle  of  an  ordinary  cycle  is  pro- 
vided with  a  bevel  toothed  wheel,  which 
engages  with  a  bevel  wheel  on  the  end  of  a 
rotating  shaft  carried  in  bearings  along  the 
bottom  tube  of  the  cycle  to  the  head.  At 
this  point  another  pair  of  bevel  gears  con- 
nect it  to  the  rotating  shaft  of  a  brass  vaned 


fan  carried  in  the  front  of  the  machine  and 
attached  to  the  head.  Another  pair  of  spur 
gears  is  also  introduced  to  transmit  the 
motion  from  the  central  plane  of  the  ma- 
chine to  the  side  of  the  bevel  wheel.  Thus 
there  are  six  pairs  of  engaging  toothed  gears 
and  six  shaft  bearings. 

It  is  claimed  by  the  enthusiastic  inventor 
that  the  wind  resistance  set  up  by  the  for- 
ward motion  of  the  machine  is  utilized  in  the 
fan  to  assist  in  the  propulsion  of  the  cycle. 
In  order  to  demonstrate  to  the  admiring 
crowd  at  the  stand  that  the  wind  motor 
would  assist  in  the  propulsion,  the  inventor 
had  fixed  up  an  electric  fan,  placed  imme- 
diately in  front  of  the  fan,  and  which  drove 
a  current  of  air  on  to  it;  this  caused  it  to 
revolve,  and  the  rear  wheel  was  rotated. 

The  back  wheel  of  the  bicycle,  so  long  as 
the  electric  motor  continued  running,  kept  on 
at  an  easy  pace  of  about  a  mile  an  hour. 


To  Fasten  the  Valve  Cap. 

In  this  country  riders  have  always  been 
able  to  keep  track  of  valve  caps  without 
having  them  fastened  to  the  bicycle;  or,  at 
least,  if  they  lost  them  they  laid  it  to  care- 
lessness on  their  part,  and  never  thought 
of  demanding  a  safeguard.  But  across  the 
water  it  is  different.  The  valve  cap  must 
be  secured  to  the  machine,  and  all  these 
years  this  idea  has  never  been  lost  sight  of, 
notwithstanding  the  chain  attached  to  a 
spoke  was  considerable  of  a  nuisance. 

An  improvement  on  this  plan  has  been 
brought  out  by  a  British  maker.  It  consists 
of  a  spoke  wire,  looped  to  lie  under  the 
locking  nut,  running  parallel  with  the  valve 
and  alongside.  On  it  is  mounted  the  valve 
cap  by  the  little  hole  whence  the  chain  has 
been  removed.    Then  comes  the  spoke  head. 


Cycles  as  Educators. 

Even  yet  the  advantages  of  the  bicycle  are 
not  fully  recognized.  A  British  physician, 
in  a  lecture  delivered  recently,  calls  atten- 
tion to  one  oversight. 

"Its  educational  advantages  were  enor- 
mous," he  says.  "The  men  and  women  who 
indulged  in  bicycle  exercise  developed  their 
powers  of  concentration  more  rapidly  than 
by  any  other  means.  The  bicyclist  was  al- 
ways meeting  with  obstacles,  and  he  must 
invent  means  to  overcorne  difficulties.  It 
was  the  best  of  all  exercises  for  children, 
and  they  should  learn  to  ride  as  soon  as  they 
are  sufficiently  developed  physically.  Bi- 
cycle exercise  dealt  with  the  body  and  mind 
at  the  same  time.  It  also  gave  older  people 
the  power  of  self-control." 


'What  the  Winners  Rode. 

The  winning  team  in  the  six-day  race  rode, 
respectively,  a  Stearns  and  a  Tribune  bicycle; 
Walthour  rode  the  former  and  McEachern 
the  latter. 


"Defects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motocycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co..  Box 
«4»,  N«w  York.  ••• 


THE  BICYCLING  WORLD 


263 


WHY  SHE  QUIT 

Typical    Causes  That  Contributed  to    Cy- 
cling's Decline — Camera  Played  a  Part. 


"And  why  did  you  stop  riding?  Was  it 
because  you  became  tired  of  it?" 

She  had  let  slip  the  fact  that  once  she  had 
been  a  persistent  cyclist,  but  had  not  been 
on  a  wheel  for  several  years.  Hence  the 
two  questions  quoted. 

"It  is  not  easy  to  give  a  connected  an- 
swer," she  replied.  "There  were  so  many 
causes  at  work,  and  to  the  door  of  no  par- 
ticular one  of  them  is  the  blame  to  be  laid. 
I  suppose,"  reflectively,  "that  a  reluctance 
to  get  up  at  5  o'clock  in  the  morning  to  ride, 
and  to  keep  it  up  until  10  o'clock  at  night, 
after  I  had  been  doing  this  for  a  number  of 
years,  had  as  much  to  do  with  it  as  any- 
thing. It  was  too  much  of  a  strain  to  be 
kept  up  indefinitely. 

"I  suppose,  too,  that  I  was  too  enthusias- 
tic, too  devoted  to  the  cycle,  and  that  a  re- 
action finally  set  in.  That  is  the  only  way 
I  can  explain  it. 

"The  cycle  was  recommended  to  me  by 
my  physician.  I  was  in  need  of  outdoor  exer- 
cise, and  the  doctor  thought  the  cycle  would 
be  just  the  thing  to  give  it  to  me.  So  papa 
bought  me  a  wheel— and  got  one  for  him- 
self, too— and  I  began  to  ride.  At  first  it 
was  duty  riding,  then  it  became  pure  pleas- 
ure. I  soon  became  an  enthusiast,  and  rode 
on  every  possible  occasion. 

"After  I  had  ridden  everywhere  around 
home  I  began  to  sigh  for  fresh  fields.  So 
papa  and  I  took  up  touring.  We  rode 
through  the  Berkshires,  over  Long  Island, 
up  the  Hudson,  and  in  fact  every  other  place 
in  this  section  of  the  country.  We  were 
just  carried  away  with  it.  All  summer  long, 
whenever  papa  couiQ  get  a  vacation  or  get 
away  from  business  even  for  a  few  days, 
we  rode  and  rode,  and  never  got  tired." 

"Well,  and  what  cast  you  out  of  this  cy- 
cling Eden?    Why  did  you  give  up  riding?" 

"The  beginning  of  it  was  the  purchase  of  a 
camera,  I  think.  Cycling  and  photography 
went  hand  in  hand,  everybody  said,  and  I 
thought  I  would  like  to  combine  the  two.  So 
I  invested  in  a  camera,  and  that  was  the 
beginning  of  the  end. 

"From  riding  the  wheel  simply  for  "the 
pleasure  it  gave  me  I  began  to  use  it  partly 
as  a  means  to  an  end.  It  carried  my  camera 
and  took  me  to  places  where  I  could  find 
good  views  and  picturesque  scenery.  A  bet- 
ter knowledge  of  photography  led  to  the 
purchase  of  a  better  camera,  and  it  and  the 
tripod  and  the  plates  and  other  impedimenta 
loaded  the  bicycle  down  until  it  became 
quite  a  task  to  push  it  with  its  load. 

"As  soon  as  that  fact  was  borne  in  upon 
me  I  began  to  shorten  my  rides.  And,  the 
downward  descent  once  started  upon,  there 
was  no  holding  back.  Photography  took  less 
time  and  less  exertion  than  cycling,  and  it 


was  the  newer  enthusiasm.    Consequently  it 
won  the  day. 

"But  I  often  think  I  shall  ride  again,  and 
even  resolve  to  do  so.  There  never  was  any- 
thing that  gave  me  so  much  pleasure  or  en- 
abled me  to  see  so  much.  If  only  I  had  some 
friends  who  rode  I  would  go  back  to  it." 


FACTS  IN  FIGURES 


October  Instead  of  January. 

So  much  opposition  developed  to  the  pro- 
posed change  of  date  of  the  British  National 
Show  to  January,  1903,  that  the  plan  has 
been  dropped.  It  is  still  the  intention,  how- 
ever, to  select  a  date  which  will  not  conflict 
with  that  of  the  Stanley  Show.  With  that 
object  in  view  October  has  been  suggested, 
and  it  remains  to  be  seen  whether  this  will 
be  satisfactory  to  the  trade.  It  is  under- 
stood that  the  January  date  was  mooted  be- 
cause it  was  favoi'ed  by  the  motor  vehicle 
contingent,  but  it  raised  such  a  storm  of  ob- 
jection from  the  strictly  cycle  making  trade 
that  it  was  speedily  abandoned. 


Simplicity  in  Spring  Forks. 

Of  the  many  original  anti-vibration  devices 
that  developed  at  the  English  cycle  shows. 


the  spring  fork  shown  by  the  accompanying 
illustration  merits  remark,  on  the  score  of 
simplicity  if  on  no  other.  As  will  be  seen, 
it  consists  merely  of  fork  sides  with  a  taper- 
ing slit  or  slot  extending  the  greater  part  of 
their  length. 

Singers  Have  a  Doleful  Song. 

Another  of  Great  Britain's  overboo?ned 
and  overcapitalized  cycle  concei-ns  has  been 
brought  face  to  face  with  reorganization. 
This  is  the  Singer  Cycle  Co.,  which  has  just 
presented  its  report  for  the  year  ending  Sep- 
tember 30  last.  It  shows  a  small  profit- 
about  $57,000— which,  however,  is  insuf- 
ficient to  permit  the  payment  of  any  divi- 
dends. Indeed,  it  falls  a  little  short  of  pro- 
viding for  such  items  as  depreciation,  di- 
rectors' fees  and  interest  on  the  debenture 
bonds,  some  $7,500  having  to  be  taken  froni 
the  amount  carried  forward  last  year  to 
meet  these  items. 

As  the  concern's  capital  is  well  in  the  mill- 
ions, it  is  evident  that  something  must  be 
done,  and  this  something  takes  the  usual 
form  of  a  proposal  for  reconstruction,  and 
the  directors,  who  include  an  earl  and  a  lord, 
say  they  are  willing  to  consider  a  scheme  of 
this  kind.  ;   ( 


Statistics  That  Show  Strength  and  Tenden- 
cies of  the  English  Trade. 


While  there  is  little  or  no  prospect  of  a 
cycle  show  in  this  country,  that  function  still 
holds  its  place  abroad.  As  is  generally 
known,  the  British  trade  has  supported  two 
rival  shows  for  a  number  of  years— the  Stan- 
ley and  the  National,  both  of  which  occurred 
last  month,  and  which  were  from  all  ac- 
counts more  interesting  and  better  attended 
than  any  of  their  immediate  predecessors. 

In  point  of  exhibitors  both  shows  recorded 
increases,  the  Stanley's  gain  being  a  sub- 
stantial one.  While  automobiles  were  eli- 
gible, they  were  really  out  of  place  and  cut 
but  a  minor  figure. 

The.  summaries  of  both  shows  are  not 
without  interest.  The  figures  attest  that  it 
is  the  coaster-bi-ake  (free  wheel)  and  the 
motor  bicycle  that  have  made  the  big  strides 
during  the  twelvemonth.  As  compiled  by 
the  Cyclist,  the  tables  are  as  follows: 

SYNOPSIS    OF  THE  NATIONAL,  SHOWS,    1897-1901. 

|1897|1898|1899|1900|1901 


Exhibitors 

Cycle  exhibitors .... 
All  types  of  cycles . . 

Ladies'  cycles 

Chainless  cycles 

Tandems  

Tricycles 

Motor  bicycles 

Motor  tricycles 

Free  wheels 

Spring  frames 

Cross  frames 

Children's   (all) 

Trailers 

Two  speed  gears. . . . 
INIotor  cars,  not  cycles 
Firms  showing  same 


393 

232 

2272 

879 

34 

65 

54 

1 


25 


284 

174 

1951 

741 

23 

75 

73 


8 
25 


202 

105 

1276 

463 

11 

33 

43 


30 
498 


35 
13 


112 
70 

812 

276 
10 
18 
29 
10 
19 

335 
24 
SO 
25 


3 
96 
26 


114 
44 

738 

181 

12 

8 

15 

57 

9 

450 
26 
65 
25 
25 
4 
74 
19 


SYNOPSIS    OF    THE    STANIiBT    SHOWS,    189T-1901. 


|1897|1898|1899|1900|1901 


Exhibitors |  330 

Cycle  exhibitors |  166 

All  types  of  cycles.  .|2026 

Ladies'  cycles |  763 

Chainless  cycles 37 

Tandems |  106 

Tricycles |     37 

Motor  bicycles |       8 

Motor  tricycles 

Free  wheels 

Spring  frames 

Cross  frames 

Children's  (all) 

Two  speed  gears .... 
Motor  cars,  not  cycles 
Firms  showing  same 
Trailers 


18 


285|  2811 

174|  156 

1951|1461 

672 1  5141 

69 1  20 

87|  551 

49|  361 

6  l| 

161  67| 

85|  482| 


351 
13 


232 

103 

967 

279 

11 

32 

18 

1 

19 

334 

40 

13 

19 

7 

35 

16 


271 

136 

1128 

284 

3 

21 

10 

110 

4 

661 

34 

55 

54 

16 

22 

7 

26 


Of  the  167  motor  bicycles  exhibited  at  the 
London  cycle  shows,  84  were  belt  drivers 
and  67  were  fitted  with  surface  carburetters, 
which  are  practically  extinct  in  this  country. 


The  Retail  Record. 

Gobleville,  Mich.— J.  W.  Tuxbury,  fire  loss. 
Everett,  Mass.— J.  J.  Cannell  &  Co.,  loss  by 
fire,  $700;  fully  insured. 


264 


THE  BICYCUNG  WORLD 


RAQNG 


After  following  each  other  foi'  2,555  miles 
as  doggedly  even  as  shadows  follow,  the  five 
leaders  in  the  six-day  race  in  Madison  Square 
Garden  broke  into  a  wild  sprint  at  10:11  p. 
ni.  Saturday  uight,  and  while  a  crowd  of 
12.000  people  roared  in  frenzied  acclaim,  Rob- 
ert Walthour,  of  Atlanta,  Ga.,  for  four  laps 
stalled  off  every  effort  of  the  other  four,  and 
won  by  an  open  length.  Lester  Wilson,  of 
Pittsburg,  followed  him  across  the  tape,  with 
Ben  Munrot.  of  Memphis,  ...enn.,  at  his  heels. 
If  !Munroe  had  not  been  so  absorbed  in 
watcliing  Walthour  he  might  not  have  been 
■■jumped"  by  Wilson.  Oscar  Babcock  and 
N'at  Butler  finished  fourth  and  fifth,  respec- 
tively. 

While  the  baud  played  "Dixie"  and  the 
crowd  was  still  roaring,  first  his  wife  and 
then  his  team  mate,  McBachern,  smacked 
Walthour's  drawn  and  perspiring  face.  This 
and  a  group  picture  on  the  track  of  the  kissed 
and  the  kissers,  snapped  for  a  sensational 
sheet,  marked  the  close  of  the  event  which 
had  unexpectedly  and  inexplicably  stirred 
New  York  to  a  mighty  pitch.  Although  the 
admission  fee  was  raised  from  50  cents  to  $1 
on  Friday,  it  had  no  effect  on  the  attendance. 
Each  evening  the  big  house  was  litei"ally 
packed.  Thousands,  unable  to  obtain  seats, 
stood  for  hours  each  night.  It  is  a  conserva- 
tive estimate  that  fully  100,000  spectators 
viewed  the  race  during  the  six  days  that  it 
lasted. 

Of  the  seven  prizes,  the  first  six  were  won 
l)y  American  teams;  the  seventh  fell  to  Hall 
and  McLaren,  the  Britishers.  Of  the  other 
■'importations,"  the  Gouglotz-Simar  team  was 
thrown  out  on  Monday  by  the  rank  quitting 
of  Simar.  Lapoutre-MuUer  (Italy)  and  Karn- 
stadt-Franks  (Austria)  were  "dead  beat"  on 
Tuesday,  Kerf-De  Roeck  (Belgium)  joined 
them  the  next  day,  and  in  a  general  mix  up 
on  Thursday  Fisher,  of  the  Swiss  team,  fell 
and  broke  his  collarbone,  forcing  out  his 
partner,  Chevallier,  while  they  were  still  on 
even  terms  with  the  leaders.  Only  the  Ger- 
mans, Frederick  and  Jaak,  held  out,  and  they 
were  hopelessly  beaten. 

During  the  week  the  excitement  was  sup- 
plied by  the  numerous  wild  sprints  to  steal  a 
lap.  but  in  no  case  did  they  succeed.  Once 
Walthour-McEachern  gained  the  coveted  lap 
under  cover  of  an  accident  to  the  others,  and 
again  Butler-Mc±^ean  did  the  trick,  but  both 
men  were  on  the  track  at  the  same  time,  and 
in  each  instance,  under  the  rules,  the  gains 
were  disallowed.  McLaren,  of  the  English 
team,  went  to  pieces  on  Friday  and  could  not 
hold  the  pace;  Hall  tried  to  make  good  the 
deficiency  and,  overworking  himself,  became 
groggy  and  fell  several  times.  McEachern 
also  ■•went  wrong"  on  Friday,  and  gave  his 
mate,  Walthour,  an  anxious  twenty-four 
liours.  McEachern  spilled  himself  several 
times,  and  only  by  holding  himself  in  con- 
stant readiness  and  in  dashing  on  to  the 
track  in  the  nick  of  time  did  Walthour  save 


his  team  from  losing  a  lap  on  several  occa- 
sions. 

The  records  were  never  in  danger.  After 
drawing  up  to  within  ten  miles  of  them  on 
Wednesday,  the  riders  fell  away  steadily  and 
left  untouched  the  figures  for  142  hours— 
2,738  1-5  miles,  made  in  1899  by  Miller  and 
Waller. 

The  scores  at  the  end  of  each  twelve-hour 
period  follow: 

The  score  at  12  o'clock  Wednesday  (the 
<<ixtieth  hour)  was: 

Miles.  Laps. 

McEachern  and  Walthour 1172  8 

Maya  and  Wilson 1172  8 

Newkirk  and  Munro 1172  8 

Butler  and  McLean 1172  8 

Fisher  and  Chavellier 1172  8 

Lawson  and  Julius 1172  7 

King  and  Samuelson 1172  7 

Babcock  and  Turville 1172  7 

Hall  and  McLaren 1172  5 

Fredericks  and  Jaak 1172  5 

.  The  score  at  midnight  Wednesday  (seven- 
ty-two hours)  was: 

Miles.  Laps. 

McEachern  and  Walthour 1390  8 

Newkirk  and  Munro 1390  8 

^lava   and  Wilson 1390  8 

Butler  and  McLean 1390  8 

Fisher  and   Chavellier 1390  7 

Babcock  and  Turville. 1390  7 

King  and  Samuelson 1390  6 

Lawson  and  .Julius 1390  6 

Fredericks  and  Jaak 1390  4 

Hall  and  McLaren 1390  4 

The  score  at  eighty-four  hours  was: 

Miles.  Laps. 

McEachern  and  \^'althour 1598  3 

Maya   and  Wilson 1598  3 

Newkirk  and  Munro 1598  3 

Butler  and  McLean 1598  3 

Fisher  and  Chavellier 1598  3 

Babcock  and  Turville 1598  2 

King  and    Samuelson 1598  1 

Hall  and  McLaren 1598  0 

Lawson  and  Julius 1598  0 

Fredericks  and  .Jaak 1597  9 

At  ninety-six  hours  the  score  stood  as 
follows: 

Miles.  Laps. 

McEachern  and  Walthour 1796  4 

Butler  and  McLean 1796  4 

Maya  and  Wilson 1796  4 

Newkirk  and  Munro 1796  4 

Babcock  and  Turville 1790  4 

King  and  Samuelson 1796  2 

Hall  and  McLaren 1795  6 

Fredericks  and  Jaak 1795  6 

Lawson  and  Julius 1795  5 

The  score  of  the  fifth  day  at  12  o'clock,  the 
108th  hour,  was: 

Miles.  Laps. 

McEachern  and  Walthoiu- 1,992  6 

Newkirk  and  Munro 1,992  6 

Mava  and  Wilson 1,992  6 

Butler  and  McLean 1,992  6 

Babcock  and  Turville 1,992  6 

King  and  Samuelson 1,992  4 

Hall  and  McLaren 1,992  0 

Fredericks;  and  Jaak 1,991  9 

Lawson  and  .Julius 1,991  5 

At  120  hours  the  standing  was: 

Miles.  Laps. 

McEachern  and  Walthour 2191  2 

Butler  and  McLean 2191  2 

Newkirk  and  Munro 2191  2 

Mava  and  Wilson 2191  2 

Babcock  and  Turville 2191  2 

King  and  Samuelson 2190  9 

Hall  and  McLaren 2190  5 

Fredericks  and  Jaak 2190  2 


Score  for  132  hours: 

Miles.  Laps. 

McEachern  and  Walthour 2,383  0 

Maya  and  Wilson 2,883  0 

Newkirk  and  Munro 2,383  0 

Babcock  and  Turville 2,383  0 

Butler  and  McLean 2,383  0 

King  and  Samuelson 2,382  7 

Hall  and  McLaren 2,382  3 

Fredericks  and  Jaak 2,379  1 

Lawson  and  Julius 2,221  0 

The  final  score  (142  hours)  was  as  follows: 
Position 

at  finish.  Miles.  Laps. 
McEachern  and  Walthour.   1  2555  4 

Maya  and  Wilson 2  2555  4 

Newkirk  and  Munro 3  2555  4 

Babcock  and  Turville 4  2555  4 

Butler  and  McLean 5  2555  4 

King  and  Samuelson 6  2555  1 

Hall  and  McLaren 7  2442  9 

Fredericks  and  Jaak 8  2409  0 

Lawson  and  Julius 9  2231  2 

The  short  distance  sprints  and  paced  ex- 
hibitions which  occurred  each  night  proved 
attractive,  and  relieved  the  monotony.  Al- 
bert Champion,  until  disabled  by  a  fall  on 
Friday,  rode  a  mile  on  a  motor  bicycle,  and 
Michael  gave  nightly  two  mile  exhibitions 
behind  motor  bicycle  pace.  Nothing  unusual 
in  the  matter  of  time  was,  however,  re- 
corded. On  Wednesday  Gougoltz  and  Schrei- 
ber  rode  two  mile  heats,  Schreiber  easily 
Avinning  both,  the  first  in  2:25  and  the 
second  in  2:23  4-5.  Freeman  also  defeated 
Kimble  in  straight  heats.  Times,  2:32  2-5, 
2:45  4-5.  Frank  Kramer  rode  a  mile  behind 
Champion's  pace  for  the  record,  but  failed 
to  get  it;  his  time,  1:451-5.  Thursday  night 
in  a  pursuit  race  Leander  beat  Krebs  in  11% 
laps  in  2:30  3-5.  In  a  one  mile  heat  race, 
best  two  out  of  three.  Freeman  and  Schreiber 
had  a  close  argument.  Freeman  taking  the 
first  and  third  heats  and  Schreiber  the  sec- 
ond. Each  time  the  victory  was  gained  by 
less  than  a  length.  The  times  were  3:33  4-5, 
3:10  2-5  and  3:29  4-5.  In  a  five  mile  pursuit 
race  Gougoltz  easily  caught  Kimble  after 
going  7%  laps. 

Friday  night  the  short  distance  sprints 
kept  the  crowd  at  fever  heat.  A  five  mile 
pursuit  race  between  Gougoltz  and  Leander 
resulted  in  a  win  for  Gougoltz,  who  caught 
Leander  on  the  eleventh  lap  in  2:19  4-5.  King 
overtook  Bargett  on  the  twelfth  lap  of  a 
five  mile  pursuit  race  in  2:45  3-5.  In  the  one 
mile  match  race,  best  two  in  three  heats,  in 
which  Freeman,  Kimble  and  Penn  were  the 
contestants,  the  result  was  as  follows:  First 
heat.  Freeman  first,  Kimble  second,  Fenn 
third;  second  heat.  Freeman  first,  Kimble 
second,  Fenn  third.     Time,  2:53  8-5. 


Two  Kinds  of  Shoes. 

Tires  and  boots  were  the  two  articles 
which  had  to  be  replaced  most  frequently 
by  a  transcontinental  tourist,  a  Mrs.  Sparks, 
of  Middletown,  N.  Y..  who  has  recently  re- 
turned to  that  town.  In  company  with  Mr. 
and  Mrs.  William  Davis,  of  Philadelphia, 
she  rode  on  her  bicycle  across  the  continent 
covering  4,212  miles  awheel  and  2.000  miles 
afoot,  consuming  103  days  in  the  trip.  No 
less  than  14  pairs  of  tires  were  used  by  her, 
together  with  3  pairs  of  bicycle  boots. 


THE  BICYCLING  WORLD 


265 


"WHAT'S  THE  USE?" 


Being  the  Story  of  the  Rise  of  two  Mer- 
chants and  the  Fall  of  one. 


Once  iipou  a  time  in  a  certain  thriving  city 
tliere  lived  a  self-satisfied  merchant  who 
had  employed  a  confidential  clerk  who  was 
a  very  unusual  young  man  in  that  he  took 
great  interest  in  his  employer's  business. 
Times  were  good,  and  the  city  grew  apace, 
and  the  merchant  prospered. 

By  and  by  an  outsider,  hearing  of  his 
success  and  believing  he  could  do  well  in  the 
same  city,  came  and  located  on  the  same 
street.  Being  a  new  man  and  having  a  new 
store,  the  stranger  thought  best  to  adver- 
tise. He  was  careful  and  did  not  spend  his 
advertising  appropriation  foolishly,  and  the 
results  were  good.  As  his  business  grew  he 
continued  to  advertise,  and  he  soon  was 
"doing  the  business  of  the  town"  in  his  par- 
ticular line.  Then  the  old  merchant's  clerk 
went  to  him  and  said: 
"Master,  we  must  advertise." 
But  the  merchant  answered: 
"By  'we,'  young  fellow,  who  do  you  mean? 
Go  to  the  door  and  see  if  any  of  your  friends 
are  passing  bj-.  Business  is  dead.  Adver- 
tise?  What's  the  use?" 

By  and  by  the  clerk  became  discontented, 
for  many  of  his  friends  and  acquaintances 
were  patronizing  the  new  store  and  never 
called  at  41144  as  in  the  past.  So  one  day 
he  went  to  his  employer  and  said: 

"Master,  you  must  get  some  one  else;  I 
am  going  to  quit." 

His  employer  was  surprised,  and  inquired: 
"Why,  John,  what  is  the  matter?  I  will 
raise  your  wages  (but  the  business  doesn't 
warrant  it)  if  you  will  stay." 
But  the  young  man  answered  him,  saying: 
"What's  the  use?" 

Then  the  young  clerk,  who  had  been  a 
hard  worker,  and  who,  in  addition  to  sav- 
ing his  money,  had  made  many  friends  and 
atti'acted  the  attention  of  older  men  by  his 
thoroughgoing  business  ways,  went  out  and 
got  his  friends  to  back  him  and  started  up  a 
third  store.  He  advertised,  and  his  friends, 
reading  that  he  was  in  business  for  himself 
and  quoting  the  right  prices  on  standard 
goods,  came  around  and  shook  hands  and 
bought  things.  Soon  he  was  enabled  to  pay 
off  his  indebtedness,  and  as  he  was  not  ham- 
pered by  a  boss,  he  branched  out  and  out, 
and  was  soon  doing  a  big  wholesale  and  re- 
tail business.  As  time  progressed  and  the 
city  enlarged  the  wholesale  end  of  his  busi- 
ness grew  to  such  an  extent  that  he  was 
compelled  to  dispose  of  his  retail  trade,  and 
he  became  a  jobber  and  a  wholesaler  ex- 
clusively. 

One  day  the  young  man's  former  employer 
was  visiting  him  in  his  private  office,  when  a 
r  IP  came  to  the  railing  in  the  outer  ofiice 
and  asked  if  John  was  in.  The  old  mer- 
chant liurriedly  rose  and  said: 

"John,  it's  that  plaguey  advertising  solici- 
tor; let  me  lock  the  door," 


But  John  propped  the  door  open  with  his 
foot  and  inquired: 

"What's  the  use?" 

What's  the  use  of  advertising,  anyway? 

What's  the  use  of  letting  the  world  know 
that  you  ai-e  alive  and  doing  a  llve-and-let- 
live  business? 

What's  the  use  of  having  a  sign  over  your 
store  front,  or  decorating  your  show  win- 
dow? It  is  all  advertising,  and  attracts  the 
attention  of  the  passer-by. 

What's  the  use  of  advertising  in  the  pa- 
pers? It  attracts  the  attention  of  thousands 
who  never  come  your  way,  but  who  might 
be  induced  to  come  around  by  a  well  worded 
advertisement. 

What's  the  use  of  attracting  attention,  any- 
way? People  ought  to  have  sense  enough 
to  come  around  and  buy  without  having  to 
be  told. 

What's  the  use  of  having  competent  clerks 


Morgan  kWrightTires 
are  good  tires 


ONLY     WAY    TO    CURE 
SOME    LEAKY    TIRES     IS 
TO     PUT     INNER    TUBES     IN 
THEM,   THUS    MAKING 
THEM    DOUBLE -TUBE    TIRES 


Morgan  s  Wright 


New  York  Branch:    214-216  West  47th   Street 

in  your  store?  Any  one  who  has  -sense 
enough  to  hand  out  what  is  asked  for  and 
take  in  the  money  ought  to  do  just  as  well. 

What's  the  use  of  being  in  business  nowa- 
days, anyway?  Some  one  is  always  trying 
to  steal  your  trade,  and  people  seem  to  think 
that  unless  you  make  a  big  roar  you  are 
going  out  of  business.  We  should  have  lived 
a  hundred  years  ago,  when  conditions  were 
different. 

What's  the  use  of  being  a  back  number 
when  you  have  every  opportunity  to  bo  a 
live,  up-to-date  and  successful  business  man? 

"What's  the  use  of  being  a  kiclver,  or  living 
on  Surly  street  and  selling  sour  stock?" 

That's  what  I'd  like  to  know.— (The  Opti- 
mist. 

Racycle  Readableness. 

"Interrupted  Stunts"  is  the  title  of  a 
breezy  little  brochure  just  issued  by  the 
Miami  Cycle  &  Mfg.  Co.,  Middletown,  Ohio. 
It  details  an  interrupted  letter  from  Jack 
to  Algie  which  makes  out  a  strong  cusp  for 
the  Racycle.  Incidentally,  it  illustrates  sev- 
eral comparisons  between  tlie  Racycle  and 
other  bicycles  in  a  fashion  that  is  difficult 
to  dodge;  the  pictures  alone  should  go  a  long 
way  in  effecting  sales;  they  tell  the  story  as 
words  cannot  tell  it, 


ONE-MAN  CONCERNS 


Wherein  they  are  Laclcing — Why  two  Heads 
or  More  are  Better  Than  one. 


"Many  a  king  has  lost  his  head  who  would 
liave  retained  it  upon  his  shoulders  if  there 
had  been  some  one  about  him  with  the  cour- 
age and  the  chance  to  speak  the  plain  truth, 
and  many  a  manufacturer  has  failed  for 
preciselj-  the  same  reason,"  says  a  contempo- 
rary. 

"There  are  many  owners  of  manufacturing 
establishments  who  cannot  bear  to  think  that 
any  ideas  but  their  own  are  good  for  any- 
thing in  the  conduct  of  their  business,  and 
who,  by  a  process  of  natural  selection,  gather 
about  themselves  a  set  of  men  who  have  no 
ideas  of  their  own,  don't  want  to  have  any, 
believe  that  their  own  interests  will  be  best 
served  by  sycophancy  or  'ready  acquiescence 
with  the  ideas  of  the  old  man,'  and  never 
speak  to  him  otherwise  than  in  flattery  or 
humble  adulation.  If  the  'old  man's'  ideas 
are  all  right,  this  does  not  work  so  very 
badly;  but  if  they  are  wrong,  in  whole  or  in 
part,  there  is  no  check  upon  them,  nor  any 
tendency  within  the  establishment,  itself  to 
correct  wrong  things. 

"How  often  do  we  see  a  shop  proprietor 
who  is  an  adept  in  the  art  of  meeting  and 
dealing  with  customers,  but  who  does  not 
get  along  well  with  his  employes!  This  is 
usually  not  because  his  customers  are  a  dif- 
ferent sort  of  men,  but  because  a  customer, 
being  usually  quite  independent,  is  free  to 
express  his  opinion,  and  freely  does  so,  when 
he  thinks  he  is  not  properly  treated,  and 
sometimes  takes  his  custom  elsewhere. 

"In  other  words,  a  man  who  has  no  natu- 
ral tact  or  perhaps  little  disposition  to  con- 
sider the  rights  or  feelings  of  others  is  soon 
taught  by  his  customers  to  regard  these 
things  so  far  as  they  are  concerned,  but  his 
employes  usually  have  no  such  opportunities, 
and  yet  by  bad  relations  with  his  employes 
a  manufacturer  may  lose  as  mucli  as  by  bad 
relations  with  his  customers.  There  is  usu- 
ally a  decided  advantage  in  one's  having  an 
associate  who  dares  to  speak  his  mind  freely 
and  who  has  a  right  to  do  so.  When  such 
an  associate  is  not  provided  for  by  the  or- 
ganization of  the  business  its  head  must  de- 
pend upon  the  chance  man  who  can  do  it,  or 
must  suffer  for  the  lack  of  such  a  man. 

"Corporations  usually  have  an  advantage 
in  this  respect.  Their  organization  gives  to 
more  than  one  man  the  right  and  the  duty  to 
hold  views  and  express  opinions  regarding 
the  conduct  of  the  business,  especially  when 
no  one  man  owns  sufficient  of  the  stock  to 
enable  him  to  dominate  all  other  stock- 
holders." 


End  of  a  Varied  Career. 

Circulars  inviting  bids  for  the  property 
of  the  Mannesmann  Tube  Works,  Adams. 
Mass.,  have  been  sent  out  by  N.  S.  Smith, 
its  receiver.  A  meeting  of  tlie  creditors  has 
been  called  for  December  23  at  New  York. 


THE  BICYCLING  WORLD 


SINGLE  TUBE  TIRES. 


The  tire  purchasing  public  is  hereby  notified  that 
the  United  States  Circuit  Court  of  Appeals  which 
is  the  Court    of    Last  Resort   has  decided  that  the 


Tillinghast  Tire 
Patent  is  Valid. 


OUR  ACTIVE  LICENSEES  ARE: 


Hartford  Rubber  Works  Co. 
Diamond  Rubber  Co. 
Goodyear  Tire  &  Rubber  Co. 
International  Automobile  &  Vehicle 

Tire  Co. 
Boston  Woven  Hose  &  Rubber  Co. 


B.  F.  Goodrich  Co. 
India  Rubber  Co. 
Pennsylvania  Rubber  Co. 
Fisk  Rubber  Co. 

International  Rubber  &  Insulated 
Wire  Co. 


Single  Tube    Tires  for  bicycles,  automobiles   and   other 
vehicles  made  by  other  than  licensees  are 

INFRINGEMENTS 

and  the  trade  is  warned  NOT  TO  DEAL  IN  OR  USE  THEM. 


This  Company  Will  Fully  Enforce  Its  Rights. 


SINGLE  TUBE  AUTOMOBILE  %  BICYCLE  TIRE  CO. 


THE  BICYCLING  WORLD 


Ul 


(Continued  from  page  249.7 


was  to  overcome  what  the  patentee  regarded 
as  defects  in  the  double-tube  structure  that 
he  invented  his  single-tube  tire. 

In  defining  the  invention,  Tillinghast  says 
in  his  patent: 

Heretofore,  pneumatic  tires  have  been  con- 
structed with  an  interior  air  tube  of  vul- 
canized rubber,  provided  with  a  covering  of 
canvas,  and  a  separately  vulcanized  outer 
rubber  covering  having  all  its  joints  and 
parts  cemented  together  after  vulcanization. 
Tires  so  constructed,  however,  are  liable  to 
be  rendered  useless,  owing  to  the  chafing 
and  wear  of  the  parts  in  contact  with  each 
other,  and  the  cemented  joints  are  liable  to 
separation  under  the  strain  caused  by  the 
constant  flexing  of  the  tire  at  the  tread. 

It  is  the  object  of  my  invention  to  provide 
a  tire  which  will  be  free  from  internal  chaf- 
ing, and  that  will  have  no  joints  or  parts 
cemented  or  otherwise  connected  after  vul- 
canization, to  become  separated  by  use,  and 
that  can  also  be  more  readily  attached  to  the 
rim  of  the  wheel,  and  be  easily  repaired. 

My  invention  consists  in  the  combination 
of  an  annular  inner  rubber  air  tube,  an  outer 
rubber  covering,  and  an  intervening  layer  of 
braided  or  woven  fabric,  the  several  parts 
being  joined  to  form  a  complete  annular  tire, 
while  the  rubber  is  in  an  unvulcanized  con- 
dition, and  then,  all  vulcanized  together,  so 
that  the  textile  layer  will  become  attached 
by  the  process  of  vulcanization,  to  both  the 
inner  rubber  tube  and  the  outer  rubber  cov- 
ering, and  when  a  loosely  woven  or  braided 
fabric  is  employed  the  air  tube  and  the  outer 
rubber  covering  will  also  be  united  to  each 
other  through  the  interstices  of  the  fabric, 
the  textile  covering  of  the  air  tube  serving 
to  prevent  the  bursting  of  the  said  tube 
when  subjected  to  pressure,  and  at  the  same 
time  allowing  the  side  walls  of  the  tire  to 
yield  freely  when  passing  over  an  uneven 
surface. 

The  evidence  shows  that  Tillinghast  in- 
vented his  single  tube  pneumatic  tire,  and 
disclosed  it  to  others,  as  early  as  the  sum- 
mer of  1890,  and  that,  consequently,  his  in- 
vention antedates  the  Boothroyd  article  in 
The  Cyclist,  describing  a  single  tube  pneu- 
matic tire,  which  was  published  in  England 
in  December,  1890. 

In  the  summer  of  1890  Tillinghast  was  en- 
gaged in  perfecting  several  other  improve- 
ments in  bicycle  tires  which  he  thought  at 
the  time  would  yield  him  a  more  immediate 
pecuniary  return  than  his  single  tube  pneu- 
matic tire.  These  improvements  related  to  a 
puncture  proof  tread  and  an  automatic  pump; 
and  between  April,  1891,  and  July,  1892,  he 
was  granted  five  patents  covering  these  in- 
ventions. 

He  first  applied  for  a  patent  for  his  single 
tube  pneumatic  tire  November  20,  1891.  This 
application  was  several  times  rejected  and 
several  times  amended.  On  September  2, 
1892,  he  withdrew  his  first  application  and 
filed  a  new  application,  with  a  request  that 
it  be  substituted  for  the  old  one.  This  re- 
quest was  granted,  and  the  patent  was  finally 
issued  on  May  23,  1893. 


Under  these  circumstances  there  is  no 
ground  for  holding  that  the  patentee  is 
chargeable  with  any  such  laches  in  taking 
out  his  patent  as  to  render  it  void.  Hubel  v. 
Dick,  28  Fed.  Rep.  132,  140;  National  Cash 
Register  Co.  v.  Lamson  Consolidated  Store 
Service  Co.,  60  Fed.  Rep.  603. 

The  principal  defence  in  this  case  is  that 
the  Tillinghast  patent,  in  view  of  the  prior 
art,  is  void  for  want  of  invention. 

In  considering  the  prior  art  as  bearing  on 
the  valdity  of  this  patent  the  evidence  dis- 
closes several  things  which  should  be  borne 
in  mind.  Although  the  rubber  tire  art  goes 
back  to  1877,  Tillinghast  was  the  first  to 
produce  a  practical  and  eflScient  single  tube 
pneumatic  tire.  His  invention  was  not  a 
mere  improvement  upon  prior  structures  of 
the  same  type.  The  device  has  proved  of 
great  utility,  and  marks  a  distinct  advance 
in  the  art.  The  Tillinghast  tire  to  a  large 
extent  has  supplanted  in  this  country  all 
other  kinds  of  tires  used  on  bicycles. 

The  history  of  the  rubber  tire  art  exhibits 
several  distinct  typeS;  known,  respectively, 
as  the  solid  tire,  the  cushion  tire  and  the 
pneumatic  tire.  The  advantages  derived 
from  the  solid  and  cushion  tires  are  due  to 
the  resiliency  of  the  rubber.  The  pneumatic 
tire  does  not  depend  upon  the  resiliency  of 
the  rubber,  but  upon  the  resiliency  of  the  air 
with  which  it  is  infiated.  The  highly  com- 
pressed air  furnishes  the  highest  degree  of 
resiliency,  and  the  elasticity  of  the  rubber  is 
only  incidentally  made  available.  Previous 
to  the  Tillinghast  invention  the  only  practi- 
cal pneumatic  tire  known  was  the  Dunlop 
tire.  This  tire  consisted  of  two  tubes.  It 
was  constructed  of  a  vulcanized  inner  rub- 
ber air  tube  and  a  separately  vulcanized 
outer  cover,  the  air  tube  and  the  cover  being 
separate  from  each  other.  The  Dunlop  tire 
was  defective  owing  to  the  chafing  and  wear 
of  the  parts  in  contact  with  each  other,  due 
to  having  the  inner  rubber  air  tube  separate 
from  the  outer  rubber  cover.  It  was  to  over- 
come the  objections  to  this  form  of  tire  that 
Tillinghast  invented  his  single  tube  tire,  com- 
posed of  an  inner  rubber  air  tube,  an  outer 
rubber  covering  and  an  intervening  fabric, 
inseparably  united  by  vulcanization. 

There  is  nothing  in  the  rubber  tire  art 
which  can  be  seriously  considered  as  an  an- 
ticipation of  the  Tillinghast  structure.  The 
solid  rubber  tire  and  the  cushion  tire  were 
not  adapted  to  be  inflated,  and  are  manifest- 
ly difiEerent  in  construction  and  function. 
The  only  prior  structures  which  bear  direct- 
ly on  the  question  of  anticipation  relate  to 
pneumatic  tires.  This  branch  of  the  art,  as 
revealed  in  the  present  record,  comprises 
four  patents  of  pneumatic  tires,  and  the  Dun- 
lop tire  already  commented  upon.  The  ear- 
liest pneumatic  tire  is  described  in  the 
Thomson  patent  of  May  8,  1847.  In  this 
tire  the  air  tube  composed  of  "sulphurized 
caoutchouc,  or  gutta-percha,"  is  enclosed  in 
an  outer  casing  made  of  segments  of  leather 
riveted  together.  This  casing  also  serves  to 
attach  the  tire  to  the  wheel  rim.  It  is  ap- 
parent that  this  structure  is  not  an  anticipa- 
tion of  the  Tillinghast  tire.     Reference  is 


also  made  to  the  three  Thomas  patents, 
dated  March  12,  1889.  In  these  patents  the 
principal  feature  of  novelty  consisted  in 
having  the  tread  portion  thicker  or  tougher 
than  the  other  parts  of  the  tire.  These 
patents  do  not  describe  a  single-tube  pneu- 
matic tire  having  the  structural  character- 
istics of  the  Tillinghast  tire.  They  do  not 
disclose  a  single-tube  tire  composed  of  an 
inner  rubber  air  tube,  and  outer  rubber 
cover,  and  an  intervening  fabric,  all  vulcan- 
ized together.  The  only  other  tire  in  the 
prior  art  at  the  date  of  the  Tillinghast  in- 
vention was  the  Dunlop  tire.  This  tire,  as 
we  have  already  said,  was  a  double-tube 
tire,  and  it  manifestly  is  not  an  anticipation 
of  the  Tillinghast  device. 

In  the  construction  of  a  pneumatic  tire, 
Thomson,  in  his  patent  of  1847,  considered 
an  outer  cover  necessary  for  the  protection 
of  the  inner  rubber  air  tube,  but  did  not  con- 
ceive the  idea  of  making  the  inner  rubber 
air  tube  an  integi-al  part  of  the  outer  cover. 
In  the  Thomas  1889  patent  it  was  thought 
that  a  pneumatic  tire  could  be  made  out  of 
a  single  annular  rubber  tire  without  any  in- 
tervening fabric.  The  Dunlop  conception 
embodied  a  vulcanized  inner  rubber  air  tube 
and  a  vulcanized  outer  rubber  cover  which 
were  separate  from  each  other.  This  was 
the  condition  of  the  art  at  the  time  Tilling- 
hast made  his  invention.  He  was  the  first 
to  conceive  the  idea  of  making  the  inner 
rubber  air  tube  and  the  intei-vening  fabric 
an  integral  part  of  the  outer  rubber  cover, 
and  so  prevent  the  inner  rubber  air  tube 
from  creeping  or  chafing  against  the  interior 
surface  of  the  outer  rubber  cover.  It  is 
clear  that  the  Tillinghast  patent  is  not  void 
for  want  of  invention  by .  reason  of  any- 
thing which  is  found  in  the  prior  rubber  tire 
art. 

Nor,  in  my  opinion,  is  the  Tillinghast  pat- 
ent void  for  lack  of  invention  by  reason  of 
anything  which  is  found  in  the  prior  rubber 
hose  art,  or  in  the  prior  ruulSer  gasket  art. 
It  appears  from  several  American  and  Brit- 
ish patents  that  it  was  the  common  practice, 
previous  to  1890,  to  manufacture  rubber 
hose  composed  of  an  inner  rubber  tube  and 
an  outer  rubber  covering,  with  intervening 
fabric,  all  vulcanized  together.  As  this  is 
not  disputed,  it  is  unnecessary  to  refer  spe- 
cifically to  any  of  these  patents.  But,  not- 
withstanding this  fact,  it  still  remains  true 
that  a  pneumatic  tire  is  quite  a  different 
thing  from  a  rubber  hose,  and  that  each  be- 
longs to  a  distinct  art.  A  rubber  hose  is  a 
tubing  of  indefinite  length  open  at  both  ends. 
It  is  not  an  annular  pneumatic  tube  forming 
a  tire.  There  is  nothing  in  the  structure 
of  rubber  hose  tubing,  nor  in  the  various 
modes  of  producing  such  tubing,  nor  in  the 
uses  to  which  such  tubing  is  put,  which  af- 
fords any  suggestion  leading  to  the  produc- 
tion of  a  pneumatic  tire.  Nor  does  a  rubber 
hose  suggest  that  a  tire  having  the  struct- 
ural characteristics  of  the  Tillinghast  pat- 
ent would  possess  any  special  utility  or  ad- 
vantages over  other  pneumatic  tires. 

Rubber  gaskets  were  constructed  substan- 
tially the  same  as  the  Tillinghast  tire.    They 


268 


THE  BICYCUNG  WORLD 


were  used  for  making  tight  joints  in  a  ves- 
sel for  treating  sugar  cane  and  bagasse. 
They  are  shown  in  the  Duval  patent  of  1887. 
The  Duval  structure  comprises  a  large  ver- 
tical chamber  to  hold  the  crushed  cane.  The 
chamber  is  closed  at  its  lower  end  by  a  re- 
movable bottom,  which  may  be  opened  to 
pernut  the  refuse  solid  matter  to  be  dis- 
charged after  treatment.  The  bottom  must 
close  against  the  lower  end  of  the  chamber 
with  a  tight  joint,  and  to  sccute  this  result 
the  joint  is  provided  with  a  rubber  gasket 
or  packing  ring.  The  specification  of  the 
patent  says: 

The  said  jacket  has  formed  in  its  lower 
edge  a  circular  groove,  in  which  is  received 
a  tube,  G,  of  india  rubber,  filled  with  water 
under  pressure,  the  said  tube  forming  a 
packing  to  make  a  tight  joint  between  the 
said  jacket  and  a  movable  trap,  which 
serves  to  close  the  bottom  of  said  jacket  and 
that  of  the  vessel,  A. 

What  has  been  said  with  respect  to  rub- 
ber hose  may  be  repeated  as  to  the  rubber 
gasket,  namely,  that  there  is  nothing  in  its 
structure,  or  in  the  mode  of  its  production, 
or  in  the  use  to  which  it  is  put,  that  affords 
any  suggestion  that  a  pneumatic  tire  having 
such  structural  characteristics  would  be  of 
any  special  utility,  or  would  solve  the  prob- 
lem of  a  practical  and  efficient  pneumatic 
tire. 

In  determining  the  question  of  anticipation 
of  the  Tillinghast  patent  based  upon  what 
was  old  in  the  rubber  hose  art,  and  in  the 
rubber  gasket  art,  it  is  well  to  bear  in  mind 
tlie  language  of  Mr.  Justice  Brown,  speak- 
ing for  the  Supreme  Court,  in  Topliff  v.  Top- 
liff,  145  U.  S.  156,  161: 

It  is  not  sufficient  to  constitute  au  antici- 
pation that  the  device  relied  upon  might,  by 
n.oditicatiou,  be  made  to  accomplish  the 
function  performed  by  the  patent  in  ques- 
tion, if  it  were  not  designed  by  its  maker, 
nor  adapted,  nor  actually  used,  for  the  per- 
formance of  such  functions. 

The  inventive  thought  of  Tillinghast  was 
in  the  pneumatic  tire  itself,  and  not  in  the 
method  of  uniting  two  annular  rubber  tubes 
and  an  intervening  fabric,  which  method 
may  previously  have  been  adopted  for  vari- 
ous purposes.  The  mere  fact  that  it  was  old 
to  vulcanize  together  au  inner  rubber  tube, 
an  intervening  fabric  and  an  outer  rubber 
cover,  in  the  rubber  hose  art,  and  in  the 
rubber  gasket  art,  does  not  prove  that  there 
was  no  invention  in  the  application  of  such 
a  method  of  construction,  with  such  modifi- 
cations as  must  be  made,  to  a  pneumatic  tire. 
Although  hose  pipes  and  gaskets  had  been 
Uiannfactured  for  years  prior  to  the  Tllling- 
liast  invention,  it  did  not  occur  to  any  skilled 
meclianic  tliat  t))eir  method  of  construction 
could  l)e  successfully  applied  to  the  produc- 
tion of  a  pneumatic  tire. 

From  the  best  consideration  I  am  able  to 
give  the  question,  I  am  of  the  opinion  that 
there  is  nothing  found  in  the  prior  art  which 
anticipates  tlie  Tillingliast  patent,  and  that, 
admitting  the  method  of  inseparably  uniting 
by   vulcanization  an  inner  rubber  tube,  au 


intermediate  fabric  and  an  outer  rubber 
cover  was  old  in  rubber  hose  and  rubber 
gaskets,  the  conception  that  such  a  form  of 
construction  would  produce  a  practical  and 
efficient  pneumatic  tire  constituted  invention 
within  the  meaning  of  the  patent  laws  of 
the  United  States.  The  pneumatic  rubber 
tire  art  dates  back  half  a  century.  This 
record  does  not  show  that  either  the  Thom- 
son patent  of  1847  or  the  later  Thomas  pat- 
ents of  1889  describe  practical  tires.  The 
Dunlop  double  tube  tire  undoubtedly  went 
into  general  use,  but  it  was  defective  by 
reason  of  its  duplex  structure.  Tillinghast, 
by  uniting  the  different  parts  into  an  integral 
whole,  overcame  the  defects  in  the  Dunlop 
tire,  and  produced  a  really  efficient  and  prac- 
tical pneumatic  tire. 

The  Tillinghast  invention  may  seem  simple 
now  that  it  has  been  disclosed.  This  is  often 
true  of  very  important  inventions.  Upon 
this  point  it  is  well  to  remember  the  lan- 
guage of  the  Supreme  Court  in  the  case  of 
Loom  Co.  T.  Higgins,  105  U.  S.  580,  591.  In 
that  case  Mr.  Justice  Bradley,  speaking  for 
the  court,  said: 

It  is  further  argued,  however,  that,  sup- 
posing the  devices  to  be  sufficiently  de- 
scribed, they  do  not  show  any  invention; 
and  that  the  combination  set  forth  in  the 
fifth  claim  is  a  mere  aggregation  of  old  de- 
vices, already  well  known;  and  therefore  it 
is  not  patentable.  This  argument  would  be 
sound  if  the  combination  claimed  by  Web- 
ster Avas  an  obvious  one  for  attaining  the  ad- 
vantages proposed— one  which  would  occur 
to  any  mechanic  skilled  in  the  art.  But  it 
is  plain  from  the  evidence,  and  from  the 
very  fact  that  it  was  not  sooner  adopted 
and  used,  that  it  did  not,  for  years,  occur  in 
this  light  to  even  the  most  skilled  persons. 
It  may  have  been  under  their  very  eyes,  they 
may  almost  be  said  to  have  stumbled  over 
it;  but  they  certainly  failed  to  see  it,  to  esti- 
mate its  value,  and  to  bring  it  into  notice. 
.  .  .  At  this  point  we  are  constrained  to 
say  that  we  cannot  yield  our  assent  to  the 
argument  that  the  combination  of  the  dif- 
ferent parts  or  elements  for  attaining  the 
object  in  view  was  so  obvious  as  to  merit 
no  title  to  invention.  Now  that  it  has  suc- 
ceeded it  iiiay  seem  very  plain  to  any  one 
that  he  could  have  done  it  as  well.  This  is 
often  the  case  with  inventions  of  the  greatest 
merit. 

Let  a  decre  be  entered  for  an  injunction 
and  account,  in  accordance  with  the  prayer 
of  the  bill.  

Will  Never  see  Home  Again. 

There  was  but  one  machine  of  foreign 
make  used  in  the  six  day  race  last  week,  as 
all  the  contestants  from  abroad  save  one 
used  American  cycles.  The  exception  was 
Gougoltz.  and  he  had  a  disastrous  experi- 
ence with  his  machine.  On  Monday  night  it 
collapsed  under  him.  throwing  him  to  the 
track  with  great  violence.  The  Bicycling 
World  man  examined  the  machine,  which 
was  of  French  make,  and  found  that  the 
main  frame  tube  had  been  sheered  off  at  the 
lower  head,  the  lug  showing  as  clean  a  fract- 
ui'e  as  could  be  imagined.  The  top  tube  had 
"buckled"  under  the  stress  and  contributed 
to  the  accident. 


ON  ITS  MERITS 
AT  ITS  PRICE 


THE 


CINCH, 


"THE 

ONE  THAT 

COASTS," 


Has  won  the  favor  of  every- 
one who  has  investi- 
gated it. 

HAVE    YOU  ? 

If  not,  write  us  and  we  will 
furnish  the  opportunity. 

SUPPLIED  BY 

DISCRIMINATINC 

IVIAKERS. 


RIGGS-SPENGER  COMPANY, 

Manufacturers, 
ROCHESTER.  N.Y.,  U.S.A. 

FOR  GREAT  BRITAIN: 

5,  6  and  7  Singer  St.,         Tabernacle  St., 

LONDON,  E.G. 

FOR  FRANCE,  BELGIUM  AND  SWITZERLAND: 

FELIX  FOURNIER  &  KNOPFF, 

103  Rue  Lafayette, 

PARIS. 

FOR  UNITED  STATES  AND  CANADA; 

C.  J.   IVEN   &   CO., 
Rochester,  N.  Y. 


THE  BICYCUNG  WORLD 


269 


The  Week's  Patents. 

688,319.  Rubber  Tire.  Paul  W.  Litchfield 
and  Frank  R.  Chamberlain,  Chelsea,  Mass. 
Filed  Jan.  5,  1900.  Serial  No.  412.  (No 
model.) 

Claim.— 1.  A  tire  composed  of  rubber  and 
fabric,  said  fabric  being  tightly  woven  but 
having  rows  of  perforations  therein  extend- 
ing parallel  to  the  warp  and  weft  threads 
thereof,  whereby  not  only  are  the  plies  of 
fabric  securely  bound  together  by  the  bodies 
of  rubber  extending  through  said  perfora- 
tions, but  said  bodies  of  rubber  serve  as 
ct;shions  to  elastically  resist  tensional  strain 
on  said  fabric  in  directions  oblique  to  the 
thread  thereof,  substantially  as  set  forth. 

688,350.  Substitute  for  India  Rubber  or 
Gutta  Percha  and  Process  of  Making  Same. 
Mark  Sherwin  and  Hans  M.  Mathiesen,  Cam- 
bridge, Mass.  Filed  Jan.  14,  1901.  Serial 
No.  43,194.     (No  specimens.) 

Claim.— 1.  The  process  of  forming  a  sub- 
stitute for  India  rubber  and  gutta  percha 
consisting  in  forming  a  mixture  of  fatty  oils, 
and  a  gum  or  its  equivalent  reduced  by  a 
solvent;  then  gradually  adding  sulfur  chlorid 
to  the  mixture;  then  adding  a  coloring  agent; 
and  then  adding  sulfur  chlorid,  substantially 
as  described. 

688,399.  Vehicle  Wheel.  William  F.  Ellis 
and  Edwin  C.  Davis,  Springfield,  Mass.,  as- 
signors to  the  Davis  Tire  Co.,  Springfield, 
Mass.,  a  corporation  of  Maine.  Filed  Feb. 
15,  1901.    Serial  No.  47,434.    (No  model.) 

Claim. — 1.  The  combination,  in  a  vehicle 
wheel,  of  a  substantially  inflexible  rim,  a 
concentric  interior  shield  of  the  same  general 
contour  as  the  adjacent  surface  of  said  rim, 
and  a  tire  secured  directly  to  said  rim  by  in- 
folding flaps  introduced  between  the  same 
and  the  said  shield,  substantially  as  set  forth. 

688,419.  Bicycle  Frame.  Robert  M.  Keat- 
ing, Springfield,  Mass.,  assignor  to  R.  M. 
Keating  Motor  Co.,  Portland,  Me.,  a  corpo- 
ration of  Maine.  Filed  Sept.  4,  1897.  Re- 
newed Sept.  5,  1901.  Serial  No.  74,378.  (No 
model.) 

Claim. — The  drop  frame  for  a  bicycle  here- 
in described,  comprising  a  vertically  disposed 
steering  post,  a  flaring  U-shaped  upper  bar 
having  its  front  bar  or  arm  connected  to  the 
upper  portion  of  the  steering  post  and  formed 


with  a  vertically  depending  stud  brace  at  the 
middle  of  the  curve  of  the  U-shaped  bar  and 
terminating  in  a  transversely  disposed  hori- 
zontal sleeve  constituting  the  crank  axle 
bracket,  an  upwardly  curved  lower  bar  ar- 
ranged in  the  same  vertical  plane  from  end 
to  end  as  the  U-shaped  bar  and  having  its 
ends  connected  to  the  steering  post  and 
crank  axle  bracket,  brace  studs  bracing  the 
curved  bars  in  front  of  the  crank  axle 
bracket,  lower  horizontal  bars  fixed  to  the 
crank  bracket  and  their  outer  ends  formed 
to  carry  the  rear  wheel,  and  forked  bars  con- 
necting the  ends  of  the  bars  with  the  upper 
end  of  the  rear  branch  or  arm  of  the  U- 
shaped  bar,  substantially  as  specified. 

688,517.  Match  Safe  Attachment  for  Bi- 
cycles. John  L.  Held,  Bridgeport,  Conn. 
Filed  Nov.  24,  1899.  Serial  No.  738,168.  (No 
model.)  _____ 

Claim.— The  combination  with  a  hollow 
handle  bar  externally  screw  threaded  at  its 
outer  end,  of  a  collar  secured  upon  the 
handle  bar  and  internally  recessed;  a  sleeve 
fitting  upon  the  handle  bar  the  inner  end  of 
said  sleeve  extending  into  the  recess  of  the 
collar;  a  hollow  cylinder  formed  in  a  single 
piece  fitting  upon  said  sleeve  and  abutting 
at  its  inner  end  against  said  collar  and  a 
match  safe  comprising  a  tube  fitting  within 
the  handle  bar,  and  a  cap  at  the  outer  end 
of  said  tube  formed  integral  therewith  and 
having  an  annular  internally  threaded  flange 
engaging  the  threads  of  the  handle  bar  and 
having  its  edge  abutting  against  the  outer 
edge  of  said  cylinder,  said  cap  serving  the 
double  purpose  of  a  bottom  for  the  match 
safe,  and  a  securing  means  for  the  outer 
end  of  the  sleeve  and  hollow  cylinder. 

688,525.  Bicycle  Diiving  Gear.  August 
Johnson,  Staples,  Minn.  Filed  March  24, 
1897.    Serial  No.  628,978.    (No  model.) 

Claim.— A  riding  wheel  comprising  a  frame 
constructed  with  an  upper  bar,  a  reach,  and 
a  head  tube,  a  steering  post  mounted  in  the 
head  tube,  having  a  single  steering  handle 
bar  extending  to  one  side  of  the  head  tube, 
a  bearing  bracket  secured  to  the  upper  bar 
contiguous  to  the  steering  post,  and  a  short 
driving  shaft  mounted  in  the  bearing  bracket, 
and  having  a  single  elongated  hand  crank 
working  past  the  head  tube  at  the  other  side 
thereof  thus  adapting  the  machine  to  be 
steered  and  driven  simultaneously  by  the 
hands  only. 

688,659.     Bicycle  Seat.     George  W.  Man- 


son,  New  York,  N.  Y.     Filed  Nov.  17,  1900. 
Serial  No.  36,845.     (No  model.) 

Claim. — 1.  The  combination  with  two 
parallel  supporting  standards,  having  fixed 
nuts  and  extension  standards  slidable  there- 
in, of  a  clamp  screw  bar  connecting  the 
supporting  standards  having  right  and  left 
screw  threads  on  its  ends  respectively 
adapted  to  engage  said  nuts  and  to  clamp 
the  extension  standards  in  any  desired  po- 
sition in  the  supporting  standards,  and  an 
operating  handle  secured  to  the  clamping 
screw. 

688,698.  Valve  and  Inflator  Connection  for 
Pneumatic  Tires,  etc.  Philipp  Rupp,  Eil- 
waugen,  Germany,  assignor  to  Carl  Brieger, 
Hamburg,  Germany.  Filed  April  8,  1901. 
Serial  No.  54,913.    (No  model.) 

Claim.— 1.  The  combination  of  the  sleeve, 
having  an  internal  screw  thread,  and  split 
longitudinally  from  its  end  so  as  to  form  elas- 
tic arms;  the  externally  threaded  stem  over 
which  the  internally  threaded  arms  fit;  and 
the  external  sleeve  sliding  on  the  sleeve,  and 
serving  to  press  the  threaded  arms  together, 
into  engagement  with  the  threaded  stem,  as 
explained. 

688,743.  Vehicle.  Rolla  A.  Morton,  San 
Jose,  Cal.  Filed  March  16,  1901.  Serial  No. 
51,450.     (No  model.) 

Claim.— 1.  In  a  vehicle,  the  combination 
with  a  bicycle  of  a  frame  with  which  the 
bicycle  is  connected  to  move  relatively  there- 
to, means  extending  between  the  bicycle  and 
the  frame  for  efliecting  such  relative  move- 
ment, and  a  wheel  carried  by  and  support- 
ing the  outer  part  of  the  frame. 


To  Further  Cycle  Inventions. 

In  addition  to  the  plan  on  foot  for  raising- 
a  monument  to  the  late  J.  K.  Starley,  it  has 
been  proposed  to  perpetuate  his  memory  in 
another  way.  The  idea  is  that  a  gold  medal 
should  be  given  annually  to  the  inventor 
who,  in  the  opinion  of  a  representative  and 
expert  committee,  shall  have  invented  the 
uiost  useful  improvement  in  connection  with 
cycles,  the  medal  to  be  known  as  the  Starley 
Gold  Medal;  and,  in  addition,  that  the  gold 
medalist  should  have  his  fee  paid  out  of  the 
fund  to  enable  him  to  take  out  the  final 
patent. 


riotor  Bicycle  Disappointments 


have  been  many — too  many,  perhaps.  We  are  not  uncon- 
scious of  the  fact.  We  know  what  caused  them,  or  most 
of  them,  at  any  rate.  And  the  causes  and  effects  were  all 
taken  into  account  in  the  designing  and  construction  of  the 

INDIAN  nOTOR  BICYCLE 

Among  other  things— and  they  are  highly  important, 
too — it  is  the  profiting  from  the  "other  fellow's"  experience 
that  has  made  the  INDIAN  what  it  is — the  motor  bicycle 
that  does  what  it  is  built  to  do  and  gives  what  it  is  built  to 
give,  i.  e  ,  satisfaction. 

Have  YOU  made  its  acquaintance  yet  ? 

HENDEE  MFQ.  CO.,  Springfield,  Mass. 


270 


THE  BICYCLING  WORLD 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 


LIGHT  WBIGHT   RACING  MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N,  Y. 

SelUng  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHDE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 


MORSE  rSSIr  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  prlctlonIes5 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

sprockets. 

Send  for  Catalogrue  and 
Trade  Price  to 

Morse  Chain  Co.,  irumansburg:,  n.  y. 


Want  one  Thing  Only. 

Devices  which  attempt  too  much  are 
rarely  successful.  Convertable  machines— 
that  is  convertable  from  a  diamond  to  a 
drop  frame,  or  vice  versa — never  "caught 
on,"  and  the  same  failure  attended  nearly 
everything  else  of  the  kind  exploited  in  the 
cycle  trade.  The  "free  wheel  at  will"  idea 
is  said  to  have  petered  out  across  the  water. 
Riders  want  either  a  fixed  gear  or  one  that 
is  free,  and  neither  class  looks  with  favor 
on  a  combination  of  the  two. 


WANTS  AND  FOR  SALE. 

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SALESROOMS:    84-86  Chambers  St.,  NEW  YORK. 
45  Pearl  St.,  BOSTON. 


Volume  XLIV. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW.  .. 

In  which  b  Incofporated  **  The  'Wheel  and  Cycling  Trade  Review  "  and  the  *^  American  Cyclht" 
New  York,  U.  S.  A.,  Thursday,  December  26,  1901.      ^<^,_./ 


No.   13 


SEPARATES  ITS  INTERESTS 


A.  B.  C.  Transfers  Eleven  of  its  Plants  to 

Two  new  Companies  and  Retires 

Behind  the  Scenes. 


To  all  intents  and  purposes  the  American 
Bicycle  Co.  has  retired  from  active  business; 
it  has  divided  its  interests  and  willed  each  a 
part  to  two  newly  adopted  sons,  yclept  the 
American  Cycle  Mfg.  Co.  and  the  Interna- 
tional Motor  Car  Co.  Although  ceasing  to 
share  the  real  strenuousness  of  commercial 
life,  the  "daddy"  will,  however,  Iseep  a 
watchful  eye  on  the  "boys"  and  require  that 
they  render  accountings  regularly. 

Described  by  simple  simile,  this  about  re- 
lates  the  occurrence  in  the  affairs  of  the 
A.  B.  C.  that  for  a  few  days  set  the  trade 
agog;  that  is,  the  incorporation  in  New  Jer- 
sey on  Thursday  last  of  the  American  Cycle 
Mfg.  Co.,  capital  $8,000,000,  and  the  Inter- 
national Motor  Car  Co.,  capital  $2,000,000, 
each  with  the  same  incorporators,  viz:  J.  E. 
Bromley,  R.  L.  Coleman,  T.  F.  Merseles, 
George  Pope  and  Paul  Walton. 

These  names  were,  of  course,  readily  rec- 
ognized as  those  of  A.  B.  C.  officials,  and  a 
great  wave  of  speculation  and  doubt  was 
instantly  created. 

As  a  matter  of  fact,  however,  it  amounts 
to  little  more  than  a  separation  of  the  com- 
pany's bicycle  and  automobile  interests  in 
order  that  each  may  stand  on  its  own  bottom 
and  paddle  its  own  canoe — a  move  that  has 
been  expected  and  quite  freely  prophesied  for 
several  months.  It  came  about  as  the  result 
of  a  conference  of  the  directors  lasting  over 
four  days. 

The  properties  made  over  to  the  American 
Cycle  Mfg.  Co.  are  the  factories  actually 
making  bicycles— four  in  Chicago,  one  in 
Hartford,  Conn. ;  one  in  "Westfleld,  Mass.,  and 
one  in  Hagerstown,  Md.— eight  in  all. 

The  plants  transferred  to  the  International 
Motor  Car  Co.  are  the  three  that  have  been 
engaged  in  the  manufacture  of  automobiles, 
viz.:  The  Lozler  and  Viliing  factories.  In 
Toledo,  and  the  Waverley,  In  Indianapolis. 

J.  E.  Bromley  is  temporary  president  of 
the  Cycle  Mfg.  Co.  and  Colonel  George  Pope 
of  the  Motor  Car  Co. 

The  stock  of  both  concerns  will  be  held  by 


the  American  Bicycle  Co.,  which  thus  be- 
comes practically  a-  security-holding  corpora- 
tion on  the  order  of  the  United  States  Steel 
Corporation,  although  it  also  retains  all  those 
former  cycle  factories  which  it  purchased  at 
the  time  of  its  formation,  and  which  are 
now  under  lease  to  other  manufacturers. 

As  far  as  the  trade  and  public  are  con- 
cerned, however,  the  A.  B.  C.  itself  is  a 
thing  apart;  the  new  corporations  are  the 
ones  whose  names  will  be  employed,  and 
the  ones  with  whom  business  must  be  trans- 
acted. 

Has  Money  in  the  Treasury. 

The  Toronto  (Canada)  Bicycle  Board  of 
Trade  held  its  annual  meeting  last  week, 
reviewed  the  past  season's  happenings  and 
elected  officers  to  serve  for  the  ensuing  year. 
The  association,  which  is  composed  of  the 
dealers  and  repairers  of  Toronto,  is  in  a 
prosperous  condition.  The  financial  state- 
ment presented  by  Secretary-Treasurer 
Grove  showed  that  a  substantial  balance 
was  left  after  paying  all  expenses  for  the 
year. 

The  officers  for  1902  are  as  follows:  Hono- 
rary president  and  chairman  of  the  execu- 
tive committee,  S.  Bulley;  president,  A.  -B. 
Price;  vice-president,  C.  A.  Ryerson;  secre- 
tary-treasurer, G.  E.  Grove,  362  Yonge  street; 
executive  committee,  J.  Lochrie,  Alex.  Kaye, 
H.  E.  Readman,  A.  E.  Vey,  R.  Pettigrew,  A. 
E.  Humphries,  E.  Birch  and  C.  Bradfield; 
auditors,  Messrs.  Humphries  and  Green. 


WARWICK  STILL  IN  COURT 


Worcester  Plant  Sold  for  Taxes. 

At  auction  last  week  the  old  plant  of  the 
Worcester  Cycle  Mfg.  Co.,  at  Worcester, 
Mass.,  was  sold  for  unpaid  taxes.  The  pur- 
chaser was  the  city  of  Worcester,  which  has 
a  claim  against  the  property  for  $22,550.56 
and  interest.  The  sale  had  been  adjourned 
twice  in  order  that  New  York  parties  might 
have  an  opportunity  to  be  present,  but  they 
did  not  appear. 

The  land  belonging  to  the  property  is  as- 
sessed at  $118,900  and  the  buildings  at 
$16,500.  

Adds  Automobiles  and  Changes  Name. 

The  Auto-Bi  Co.,  Buffalo,  have  added  auto- 
mobiles to  their  productions,  and  will  here- 
after be  styled  the  Buffalo  Mobile  and  Auto- 
Bl  Co.  The  carriages  will  list  at  $600  and 
$750,  respectively.  The  motor  bicycle  will, 
of  course,  be  continued,  and  for  1902  will  be 
marketed  in  two  models — one  of  V/a  horse- 
power, the  other  of  2  horsepower. 


Assignees  are  Still  Fighting  for  the  $10,000 
Which  Went  to  the  Bank. 


Although  it  is  now  almost  four  years  since 
the  Warwick  Cycle  Mfg.  Co.,  of  Springfield, 
Mass.,  went  into  bankruptcy,  some  of  the 
odds  and  ends  of  the  litigation  affecting  it 
are  still  occupying  the  attention  of  the 
courts. 

Before  Judge  Stevens,  sitting  in  the  Supe- 
rior Court  at  Springfield,  last  week,  the  case 
of  Alfred  S.  Clarke,  of  Providence,  R.  I.,  and 
J.  H.  Hendrick,  of  Springfield,  assignees  of 
the  Warwick  company,  against  the  Second 
National  Bank,  was  placed  on  trial. 

The  case  involves  the  affairs  of  the  War- 
wick company  during  the  fall  of  1897,  just 
before  it  went  into  Insolvency.  The  suit  is 
brought  to  recover  the  sum  of  $10,000  paid  to 
the  defendant  bank  by  an  officer  of  the 
Warwick  company  at  a  time  when  it  is 
claimed  the  company  was  in  an  insolvent 
condition.  The  plaintiffs  claim  that  the 
amount  was  paid  to  the  bank  for  the  pur- 
pose of  giving  it  a  preference  over  other 
creditors. 

The  plaintiffs'  declaration  sets  forth  that 
the  Warwick  company  filed  a  petition  in 
bankruptcy  on  February  6,  1898,  and  on  the 
2Gth  of  the  same  month  the  company  was 
adjudged  insolvent,  and  in  March  the  plain- 
tiffs were  appointed  assignees.  The  plain- 
tiffs allege  that  on  November  13,  1897,  the 
Warwick  company  was  Insolvent,  and  in 
contemplation  of  insolvency,  and  was  then 
indebted  to  the  defendant  bank  in  a  consid- 
erable sum;  that  with  a  view  to  give  a 
preference  to  the  bank  the  sum  of  $10,000 
was  paid  on  account  of  this  indebtedness. 

The  plaintiffs  claim  that  the  defendant 
then  knew  and  had  reasonable  cause  to 
know  that  the  Warwick  company  was  in- 
solvent, and  that  the  payment  thus  made 
was  made  contrary  to  the  insolvency  laws. 


Barwest  JVIeets  Reduction. 

The  Barwest  Coaster  Brake  Co.  has  met 
the  Morrow  reduction.  As  a  result  the  re- 
tail price  of  the  Barwest  is  now,  of  course, 
$4.50. 


278 


THE  BICYCUNG  WORLD 


TEUTONIC  TACTICS 


One  who  Felt  Effects  Tells  how  our  Tariff 
was  Made  a  Real  Bugaboo. 


Only  .-i  ftnv  years  a^o  tliousauds  of  Ameii- 
cau  ))icycli'.s  were  shipptMl  to  Germany  ami 
there  found  a  ready  sale.  To-day  the  Ger- 
man trade  is  practically  non-existeut,  and 
tlie  niacliines  once  so  popular  tliere  are  now 
a  byword  and  a  liissing  in  the  mouths  of 
patriotic  Germans. 

This  remarlvable  and  sudden  change  lias 
been  brought  about  by  the  refusal  of  the 
Germans  to  be  longer  made  the  victims  of 
a  tariff  system  which,  while  seeking  foreign 
markets,  erects  a  Chinese  wall  for  the  pur- 
pose of  shutting  out  foreign  goods.  lu  other 
words,  they  decline  to  buy  bicycles  from  a 
country  which  imposes  a  duty  of  45  per  cent 
ou  machines  brought  into  her  territory.  This, 
too,  in  spite  of  the  fact  that  the  reason  is 
purely  a  sentimental  one,  as  there  could  be 
no  invasion  of  Gex'man  bicycles  even  if  the 
dnty  were  wiped  out  entirely. 

Such  is  the  view  of  the  matter  taken  by 
G.  P.  Kievenaar,  of  Amsterdam,  a  former 
jobber  of  bicycles  "who  is  now  in  this  coun- 
try. 

"It  used  to  be  that  when  I  travelled  in 
Germany  on  my  regular  trips  I  was  proud 
of  the  fact  that  I  represented  American  cycle 
concerns,"  said  Mr.  Kievenaar  to  the  Bi- 
cycling World  representative.  "Upon  call- 
ing on  one  of  my  customers  or  a  new  firm 
I  would  hand  in  my  card,  which  set  forth 
that  I  represented  So-and-So,  of  the  United 
States,  and  I  would  be  welcomed  on  that 
score  as  well  as  on  my  own  account.  Busi- 
ness almost  alwaj'S  followed,  for  the  goods 
were  right,  and  the  prices  also. 

"But  a  few  years  later  there  was  a  very 
different  story  to  tell.  German  cycle  fac- 
tories had  sprung  up  and  were  striving  for 
the  trade.  They  imitated  American  cycles, 
and  they  were  able  to  meet  or  beat  me  on 
prices.  That  would  not  have  made  any 
great  difference,  however,  as  I  could  have 
made  sales  just  the  same.  But  the  discovery 
had  been  made  that  while  you  Americans 
were  sending  bicycles  to  Germany  you  would 
not  admit  Germnn  bicycles  to  America.  The 
45  per  cent  duty  shut  them  out  just  as  ef- 
fectually as  if  you  had  prohibited  them  alto- 
gether. 

"So  it  came  about  that  where  I  had  for- 
merly met  with  smiles  and  pleasant  greet- 
ings when  I  came  to  sell  American  bicycles 
I  was  now  received  with  reserve,  if  not  with 
rudeness.  No  American  bicycles  for  me,  was 
the  general  cry,  and  the  merchant  who  did 
not  take  this  stand  willingly  was  forced 
to  it" 

At  present  the  German  duty  on  bicyles  is 
very  small,  but  the  new  tariff  bill  now 
under  discussion  greatly  increases  it.  It  is 
the  opinion  of  Kievenaar  that  the  bill  will 
not  pass,  however.    There  is  much  opposition 


to  it,  so  much  that  it  would  not  be  surprising 
if  it  prevailed.  If  the  bill  should  be  passed 
it  would  entail  great  suffering  on  the  poor, 
as  the  price  of  nearly  all  the  necessities  of 
life  would  be  raised  in  consequence  of  it. 

In  Holland  the  tarfff  is  but  a  nominal  one, 
being  only  about  5  per  cent  ad  valorem.  Hol- 
land is  not  a  manufacturing  country,  being 
just  the  reverse  of  Belgium,  and  a  tariff 
wall  has  not  been  raised  there. 

Prices  in  Germany  are  almost  the  same  as 
those  ruling  here.  The  bulk  of  the  bicycles 
retail  at  from  $25  to  $50,  and  are  almost 
entirely  of  German  manufacture.  The  Im- 
portation of  parts  is  still  a  flourishing  busi- 
ness, however,  the  bulk  of  the  goods  coming 
from  Great  Britain  and  the  United  States, 
with  the  former  leading. 

Somewhat  better  prices  prevail  in  Hol- 
land. The  best  chain  machines  list  at  from 
$50  to  $60,  avid  a  large  number  are  in  use. 


SPRAKER  EXPLAINS 


Tells  why  Kokomo  is  Missing  From  Tilling- 
hast  List  and  Defines  its  Attitude. 


Flint  out  of  Rubber  Goods. 

Following  his  retirement  from  the  United 
States  Rubber  Co.,  and  reports  of  his  being 
badly  squeezed  in  Wall  Street,  Charles  R. 
Flint  has  resigned  as  a  director  and  as  the 
cliairman  of  the  executive  committee  of  the 
Rubber  Goods  Mfg.  Co.,  which  he  organized. 
Wallace  B.  Flint,  his  brother,  has  also  re- 
signed as  treasurer  of  the  company. 

Charles  R.  Flint  says  that  as  he  intends  to 
form  a  crude  rubber  combination  he  did  not 
think  it  advisable  to  be  identified  with  the 
management  of  a  manufacturing  company, 
which  would  buy  the  crude  company's  pro- 
ducts. He  adds  that  nothing  but  good  feel- 
ing exists. 

A.  L.  Kelley,  of  the  Mechanical  Fabric  Co., 
of  Providence,  R.  I.,  was  elected  resident 
to  succeed  Charles  Stewart  Smith,  and  Al- 
den  S.  Swan,  of  the  fii-m  of  Swan  &  Finch, 
was  elected  treasurer,  to  succeed  Wallace 
B.  Flint. 

Lightweights  a  Feature. 

Seven  models  of  the  Hudson  cycles  have 
been  catalogued  by  the  Bean-Chamberlain 
Co.,  Hudson,  Mich.,  for  the  1902  season. 

Four  of  them,  including  a  woman's  ma- 
chine, are  constructed  with  one-inch  tubing, 
and  the  weights  have  been  scaled  down  to 
a  gratifying  extent.  Thus,  a  racing  model 
comes  out  at  2OV2  pounds,  a  semi-racer  at 
221/2  and  a  woman's  wheel  at  23^^  pounds. 

Among  the  special  constructional  features 
of  the  Hudson  cycles  are  rear  forks  and 
stays  of  oval  seamless  tubing,  D.  &  J.  crank 
shaft  construction  to  the  racer  and  the  one- 
piece  type  to  the  semi-racer.  An  option  of 
two  colors  is  offered,  and  an  original  color 
scheme  for  the  head  of  the  machines  has 
been  hit  upon,  which  has  been  received  with 
much  favor.  The  prices  range  from  $25 
to  $50.  

News  From  Qoffstown. 

Goffstown,  N.  H.— The  bicycle  repair  shop 
situated  between  the  two  Paige  blocks  on 
Main  street  has  been  removed  to  Depot 
street,  in  front  of  the  Boston  and  Maine 
Railroad  station. 


Although  the  Kokomo  Rubber  Co.  is  the 
one  notable  absentee  from  the  published  list 
of  Tillinghast  licensees,  the  fact  does  not 
appear  to  give  Kokomo  serious  concern. 

D.  C.  Spraker,  manager  of  the  company, 
Avas  in  New  York  last  week,  and  made  the 
foregoing  statement  possible.  He  came  and 
went  so  quietly  that  few  knew  of  his  visit. 
He  studiedly  remained  away  from  the  Til- 
linghast headquarters.  When  the  Bicycling 
World  man  met  him  Mr.  Spraker  was  at 
first  averse  to  a  discussion  of  the  Kokomo 
position.  He  frankly  said  as  much,  adding 
that  he  preferred  simply  to  let  things  take 
their  course  and  meet  situations  as  they 
arose.  When  it  was  pointed  out  that  silence 
might  give  rise  to  false  impressions,  and  he 
was  pressed  for  an  expression  of  opinion,  Mr. 
Spraker  "thawed  out"  somewhat. 

"We  do  possess  a  license,"  he  finally  said, 
"and  have  had  one  for  two  years.  We  lived 
up  faithfully  to  its  requirements  so  long  as 
the  Tillinghast  patent  lived  up  to  them; 
there  was  no  violation  on  our  part,  and  it  is 
a  question  whether  those  who,  being  re- 
sponsible for  its  enforcement,  permitted 
others  to  break  the  contract,  can  at  their 
pleasure  cancel  the  license  of  those  who  re- 
spected it. 

"We  really  do  not  believe  the  Kokomo 
process  infringes  the  Tillinghast  patent,  but 
we  are  inclined  to  favor  and  share  in  any 
movement  that  maintains  prices  and  pre- 
vents demoralization  of  trade.  That  was 
our  chief  reason  in  taking  out  a  Tillinghast 
license  in  the  first  place;  the  provision  re- 
quiring the  maintenance  of  price  appealed  to 
us,  and,  once  we  agreed  to  it,  we  adhered 
to  it  faithfully;  that  other  licensees  failed  to 
do  so  the  trade  knows  only  too  well. 

"Having  lived  up  to  our  part  of  the  con- 
tract, we  do  not  see  that  any  fault  attaches 
to  us.  We  still  hold  that  contract,  and  we 
are  inclined  to  believe  that  it  rests  with  us 
to  say  whether  we  shall  exchange  it  for  a 
new  one. 

"I  think  we  will  wait  a  while,"  added  Mr. 
Spraker.  "I  think  we  will  wait,"  he  re- 
peated, slowly,  "until  the  Tillinghast  people 
demonstrate  that  they  can  enforce  their 
terms  and  compel  all  parties  to  respect  their 
figures." 

Of  the  demand  for  Kokomo  tires  Mr. 
Spraker  had  no  complaint  to  make.  It  was 
only  recently  that  they  have  been  able  to 
keep  pace  with  their  orders.  It  is  not  over- 
stating the  case  to  say  that,  despite  the  ram- 
pant competition  that  has  existed,  Kokomo 
quality  has  been  so  imvaryingly  good  that 
the  Kokomo  reputation  was  never  brighter. 

"We  make  and  have  marte  but  two  tires," 
remarked  Mr.  Spraker— "the  best  guaranteed 
tire  and  the  best  unguaranteed  one  it  is  pos- 
sible to  manufacture.  We  have  not  tried  to 
see  how  many  different  grades  it  is  possible 
to  produce," 


THE  BICYCUNG  WORLD 


279 


WEBSTER  TALKS 


Speaks  Interestingly  of  of  the  ilorrow  and 
Coaster-Brake  Trade  Generally. 


President  Fulton  of  the  Eclipse  Mfg.  Co., 
being  still  under  the  weather  as  the  result  of 
a  severe  shakeup  in  a  railroad  accident  on 
the  Pacific  Coast,  Ralph  D.  Webster,  the 
sales  manager  of  the  company,  has  been 
"swinging  ai'ound  the  circle,"  around  which 
Mr.  Fulton  himself  is  wont  to  swing.  The 
"swing"  brought  Webster  into  New  York  late 
last  week. 

After  a  bit  of  wheedling  he  admitted  that 
one  of  the  objects  of  his  visit  was  a  purpose- 
ful call  on  a  jobber  who  thus  early  had  been 
juggling  with  the  price  of  the  1902  Morrow. 

"There  are  some  people  in  the  trade,"  vent- 
ured Webster,  with  a  half  smile,  "who  ap- 
parently have  not  yet  discovered  that  we  are 
now  numbering  and  keeping  a  record  of  each 
and  every  coaster-brake  we  produce.  As  In 
this  instance,  it  will  enable  us  to  trace  the 
price  cutters.    We  mean  to  keep  after  them." 

Asked  about  the  status  of  the  suit  against 
H.  C.  Colton,  the  Buffalo  jobber  who  was 
haled  to  court  last  year  for  violating  his 
agreement  to  maintain  Morrow  prices,  Mr. 
Webster  stated  that  the  Eclipse  people  were 
daily  expecting  judgment  which  will  make 
their  temporary  injunction  permanent. 

"The  outlook  for  1902?"  he  repeated  in  re- 
sponse to  the  question.  "It  is  distinctly 
satisfactory.  Not  only  does  our  own  busi- 
ness show  a  handsome  increase,  but  from  all 
accounts  most  of  the  other  coaster-brake 
manufacturers  also  are  doing  more  business 
than  they  ever  did  before." 

"From  what  part  of  the  country  does  the 
biggest  demand  for  coaster-brakes  come?" 

"New  York  is  easily  the  banner  State,  with 
Pennsylvania  next  in  order.  New  England 
also  is  fertile  territory." 

"Then  the  East  is  a  very  much  better 
market  than  the  West?" 

"Yes;  and  the  demand  from  the  Pacific 
Coast  is  much  greater  than  from  the  Middle 
West.  You  will  scarcely  credit  it,  but  it  is 
a  fact  that  a  week  or  two  ago  we  received 
a  letter  from  a  dealer  in  an  Iowa  town  of 
2,500  inhabitants  who  had  never  heard  of 
coaster-brakes,  and  who  wanted  to  know 
what  they  were  good  for. 

"The  best  'coaster-brake  town'?  That's  a 
hard  question  to  answer,  but  I  think  our 
home  town,  Elmira,  is  about  the  best  in  the 
country,  cycling  population  considered;  it 
is  rare  that  a  bicycle  without  a  Morrow  is 
seen  there.  It  may  surprise  you  to  learn, 
too,  that  Vancouver,  B.  C,  is  another  of  the 
'best  towns'  on  this  continent;  we  have 
shipped  thousands  of  Morrows  out  there." 

"Has  the  reduction  in  the  price  of  the 
Morrow  caused  any  great  ruction?" 

"It  is  not  for  us  to  say,"  replied  Webster, 
with  a  smile. 

The  hinged  arm  that  distinguishes  the  1902 
Morrow  chanced  to  be  mentioned;  Webster 
became  deeply  interested  at  once. 


"That  hinged  arm,"  he  said,  "is  an  inven- 
tion second  only  to  the  Morrow  Itself.  It 
has  done  far  more  thkn  we  ever  expected  it 
would  do.  It  was  designed  to  make  easier 
the  attachment  of  the  Morrow  to  any  and 
all  makes  of  bicycle,  and  to  save  the  trade 
the  time  and  iabor  consumed  in  bending  and 
forcing  the  old  rigid  one-piece  arm.  But  we 
find  that  not  only  has  it  done  this,  but  that 
it  has  actually  added  to  the  qualities  of  the 
Morrow  itself.  It  makes  it  coast  more  smooth- 
ly and  operate  better  than  ever  in  several 
other  respects.  We  attribute  it  to  the  'play' 
or  flexibility  of  the  arm ;  it  aligns  in  the  parts 
automatically  in  whatever  position  they  may 
be.  Yes,  siree;  that  hinged  arm  marks  a 
great  advance  in  coaster-brake  construction 
and  application.  It  is  cutting  a  figure  in  the 
trade.  Don't  make  any  mistake  on  that 
score." 


PERSONS'S  PLAN 


Connects  a  Winter  Campaign  of   Interest 
to  all  Dealers  Witli  his  1902  Model. 


No  Ctiatns  or  Belts  Used. 

One  of  the  oddest  developments  of  the 
motocycle  industry  is  the  Derby  system  of 
power  transmission,  which  is  in  use  on  the 
other  side  of  the  Atlantic.  It  is  not  new, 
having  been  used  on  the  Continent  for  sev- 
eral years,  and  is  said  to  work  in  a  satisfac- 
tory manner.  There  are  no  chains  or  belts 
used,  the  drive  being  by  means  of  a  pulley 
on  the  motor  shaft  which  acts  directly  on 
the  tire.  Usually  the  motor  is  placed  be- 
tween the  diagonal  frame  tube  and  the  rear 
wheel.  One  can  imagine  this  working  all 
right  as  long  as  the  tire  remains  inflated. 
But  then,  with  a  punctured  tire  on  his  ma- 
chine the  rider  of  a  motor  bicycle  would  not 
be  apt  to  ride  very  far.  But  the  less  said 
about  the  wear  on  the  tire  the  better. 


Shortage  of  Juveniles. 

Whether  the  Christmas  trade  of  itself  Is 
responsible  for  it  has  not  developed,  but  it  is 
certain  that  for  the  first  time  there  has  been 
a  shortage  of  bicycles— that  is  to  say,  juve- 
nile bicycles.  F.  C.  Gilbert,  in  charge  of 
the  American  Cycle  Mfg.  Co.'s  Eastern  job- 
bing department,  says  while  they  prepared 
for  a  fair  trade  in  children's  bicycles  they 
were  caught  short  during  the  past  two  weeks 
and  could  not  begin  to  fill  orders.  The  local 
trade  in  juveniles  has  also  exceeded  antici- 
pations. Elliott  Mason,  manager  of  the  A. 
B.  C.'s  retail  store,  states  that  the  Christ- 
mas demand  has  been  much  brisker  than 
for  several  years. 

Why  Tucker  is  Tickled. 

"It  is  not  for  me  to  go  into  the  reasons 
why,  but  it  is  a  fact  that,  despite  the  so- 
called  slump,  our  business  has  shown  an 
increase  each  year,"  remarked  J.  B.  Tucker, 
of  the  Tucker  Bicycle  Woodwork  Co.,  Ur- 
bana,  Ohio,  who  was  in  New  York  on  Mon- 
day last.  "For  1902  I  really  believe  we 
have  95  per  cent  of  the  independent  trade  in 
wood  rims." 

After  being  idle  for  a  considerable  time, 
the  old  John  P.  Lovell  Arms  Co.  plant  at 
South  Portland,  Me.,  has  been  sold  to  a 
concex-n  whose  business  is  not  made  public 


C.  A.  Persons,  the  head  of  the  Royal  Motor 
Works,  is  in  New  York  this  week  with  the 
first  of  the  1902  crop  of  Royal  motor  bicycles. 

It  should  be  enough  to  say  that  it  is  as 
good  as  it  looks;  and  at  that  it  is  admittedly 
an  uncommonly  good  looker.  In  appearance 
the  new  model  does  not  differ  from  the  bicycle 
as  it  is  familiar  to  the  trade.  The  carburet- 
ter and  method  of  lubrication  have  been  con- 
siderably refined,  and  a  copper  instead  of  a 
galvanized-iron  gasolene  tank  is  now  em- 
ployed; these  constitute  the  chief  alterations. 

Persons  is,  of  course,  full  of  enthusiasm, 
and  with  a  healthy  volume  of  orders  in  hand 
and  a  considerably  increased  output  in  sight 
he  sees  a  big  year  ahead.  He  is  likewise!  full 
of  practical  ideas  on  the  subject. 

"The  bicycle  dealer  never  had  such  oppor- 
tunities for  effective  winter  work  as  the 
motor  bicycle  now  affords,"  he  said  in  ad- 
vancing one  of  the  choicest  of  these  ideas. 
"If  I  was  in  the  retail  trade  I  think  I  could 
make  a  Royal  crowd  my  store  and  turn  out 
prospective  buyers  every  day  or  every  even- 
ing throughout  the  winter,  even  if  the  win- 
ter lasted  six  months. 

"There  are  a  very  few  people  who  are  not 
interested  or  who  cannot  be  interested  in 
motor  bicycles.  They  will  go  out  of  their 
way  to  see  one.  But  most  of  such  people 
have  an  idea  that  a  self-propelled  bicycle  of 
the  sort  is  a  dangerous  or  complicated  and 
mysterious  contrivance  quite  beyond  the  un- 
derstanding of  the  average  man.  Now,  just 
fancy  how  the  dealer  can  make  business  for 
himself  in  disabusing  their  minds  of  such 
ideas!  He  need  but  jack  up  the  rear  wheel 
of  the  bicycle  and  then  invite  his  towns- 
people to  call  and  not  only  see  the  bicycle  In 
operation,  but  to  actually  try  it. .  He  can 
keep  himself  busy  all  winter  educating  them. 

"Let  him  put  his  callers,  in  turn,  on  the 
bicycle,  and  let  them  start  it  going  them- 
selves; let  him  teach  them  the  functions  of 
the  different  levers— how  to  start  and  stop  it, 
how  to  increase  speed  and  how  to  reduce  it, 
hew  to  throttle  the  mixture  and  how  to  en- 
rich it;  let  him  explain  the  workings  of  the 
motor  and  the  carburetter  and  the  other  de- 
vices, and  if  he  does  not  develop  a  choice 
lot  of  enthusiasts  who  will  'come  around  for 
more,'  and  who,  when  they  learn  'how  easy 
it  is,'  will  not  be  happy  until  they  own  one 
of  the  bicycles,  then  I  miss  my  guess  badly. 

"Why,  it's  just  like  manufacturing  cus- 
tomers! 

"Perhaps  I  may  be  too  enthusiastic,"  went 
on  Persons,  "but  truly  I  do  believe  that  since 
bicycles  began  the  retail  trade  has  had  noth- 
ing to  compare  with  the  motor  bicycle.  If 
dealers  will  but  realize  the  fact  and  make 
the  most  of  it— if  they  will  but  see  the  glori- 
ous opportunities  made  possible  by  such  a 
winter  campaign  as  I  have  suggested— it  will 
require  but  one  good  road  ride  in  early  spring 
to  bring  enough  orders  from  the  'pupils'  to 
tax  the  capacities  of  all  who  are  able  to  turn 
out  motor  bicycles." 


280 


THE  BICYCLING  WORLD 


HATIOHAL 
BICYCLES 


Boulder,  Colo. , 

November  4,  1901. 
We  are  much  pleased  with 
Nationals.  So  are  the  riders. 


THE  CHAINLESS  IS  PERFECTION. 
We  are  going  to  make  them  the  leaders  in  this  city  for  1902. 

Yours  truly, 

NEIHEISEL  BROS. 


"The  good  name  that 
endures  forever  is  count= 
ing  for  more  than  it  ever 
counted  before." 

—Bicycling  World,  Dec.  12,  1901, 


T^ATIONAL 


© 


BAY  CITY 


MICH. 


Equal  them 


you   can 


Investigate  the  merits   of   other  tires  —  find  out  what  they  are  made 
of,  how  they  are  made  and  how  much  they  cost.     Then  look  up  the 


FISK  TIRE. 


It  will  stand  investigation.  It  will  stand  comparison.  It  will  stand 
use.  Why  ?  Because  it  is  made  right — right  materials,  right  methods  of 
construction. 

You  cannot  find  a  better  tire  than  the  Fisk  —  you  can  easily  find 
many  that  are  inferior  to  it.     All  we  ask  is  an  investigation. 


FI5K  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 


BOSTON,  SPRINGFIELD, 

604  Atlantic  Ave.  40  Dwieht  St., 


NEW  YORK,  PHILADELPHIA, 

83  Chambers  St.  916  Arch  St. 


SYRACUSE, 

423  So.  Clinton  St. 


BUFFALO, 

28  W.  Qenesee  St. 


DETROIT, 

252  Jefferson  Ave. 


CHICAQO, 

54  State  St. 


SAN  FRANCISCO, 

114  Second  St. 


\mmmmm 


THE  BIGYGUNG  WORLD 


261 


•1877m 

In  which  is  Incorporated 
.ne  Wheel"  and  the  "American  Cyclist." 


Published  Every  Thursday 

By 

THE  GOOOMHN  eOMPHNY, 

133«I2S  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


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Invariably  in  Advance. 

Postage  stamps  will  be  accepted  in  payment  for  subscripiions, 
but  rot  for  advertisements.  Checks.  Drafts  and  Money  Orders 
should  be  made  payable  to  The  Goodman  Company. 


Entered   as   second-class   matter  at   tlie   New  York,  N.  Y., 
Post  Office,  September,  igoo. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

IS^  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

^W^  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
^    Address  us  at  P.  0.  Box  649. 

Nxw  York,  December  26,  1901. 


For  a  Prosperous  New  Year. 

It  is  a  simple  matter  to  turn  off  of  tongue 
or  pen  "A  Happy  New  Year,"  to  extend  "the 
compliments  of  the  season"  or  to  express 
the  wish  "A  prosperous  year." 

Such  felicitations  are  usually  well  In- 
tended. They  are  seasonable,  and  they  make 
for  at  least  the  temporary  good  cheer  of  the 
universe. 

But,  after  all,  one's  happiness  and  prosper- 
ity depend  largely  upon  the  Individual.  All 
the  well  wishes  that  language  can  convey 
can  bring  neither  happiness  nor  prosperity 
to  the  man  or  men  whose  mental  or  physical 
makeup  opposes  them.  It  is  not  in  some 
men  to  be  happy.  It  is  not  for  all  men  to  be 
prosperous. 

In  conveying  the  compliments  of  the  sea- 
son to  the  men  who  constitute  what  we 
term  the  cycle  trade  the  conveyance  Is  done 
heartily  and  in  all  sincerity.    In  expressing 


the  wish  or  hope  that  the  new  year  may  be 
to  all  a  prosperous  one  we  know  that  it  can 
be  and  will  be  only  as  prosperous  as  each 
man  makes  it.  If  the  Bicycling  World  can 
contribute  to  the  health  and  wellbeing  and 
prosperity  of  the  trade,  there  is  small  need 
to  say  that  the  contribution  will  be  made; 
it  is  a  part  of  our  mission. 

Generally  speaking,  the  year  1901  has  been 
neither  a  cheering  nor  a  cheerful  one.  The 
promise  of  a  prosperous  twelvemonth  was 
early  blighted  by  continued  and  unusual 
rains,  succeeded  by  intense  and  abnormal 
waves  of  heat.  It  made  the  year's  business 
so  bad  that  there  cannot  well  be  worse.  It 
Is  In  this  cloud  that  lies  one  of  the  silver,  lin- 
ings. The  past  having  been  "so  worse,"  the 
year  to  come  is  due  almost  to  absolute  cer- 
tainty to  be  a  better  one,  and  anything  in 
the  nature  of  betterment  is  in  the  nature  of 
prosperity— and  there  you  have  your  "pros-' 
perous  new  year." 

It  will  profit  no  purpose  or  person  to  wail 
or  weep  over  the  might-have-beens.  Such 
wailings  and  weepings  should  be  stilled.  The 
man  of  little  faith  and  less  backbone  should 
"betake  himself  hence"  as  quickly  as  pos- 
sible. The  cycle  trade  has  been  too  full  of 
him.  His  plaints  and  pessimisms,  his  indi- 
goed  thoughts  of  booms  that  have  passed, 
have  served  to  dispirit  the  trade  as  much  as 
anything  else;  his  blind  and  fruitless  groping 
at  that  will  o'  the  wisp,  automobllism,  and 
his  beckoning  on  of  other  fools  to  where 
"angels"  only  should  yet  tread,  has  divided 
energy  and  spread  it  out  thinly,  and  thus 
added  to  the  year's  discomfiture. 

The  cycle  trade  has  small  room  for  such 
men.  It  is  no  longer  the  abiding  place  of 
Luck.  It  Is  no  longer  a  refuge  for  the  weak, 
the  halt  and  the  blind.  It  is  a  workshop 
for  MEN,  and  for  men  only.  The  year's 
gloom  has  brought  real  manhood—has 
brought  Pluck  to  the  surface.  The  wallers 
and  weepers,  the  wishers  and  doubters  are 
further  behind  than  they  ever  were.  The 
ascendancy  of  Pluck  is  daily  becoming  more 
manifest.  It  -is  charging  the  atmosphere 
with  faith  and  hojpe,  with  cheerfulness  and 
resolution,  and  Its  area  is  spreading,  it  is 
making  for  a  prosperous  new  year— a  year 


of  such  prosperity,  we  believe,  as  the  cycle 
trade  has  not"  experienced  since  It  was 
touched  by  the  hand  of  Despond.  We  be- 
lieve the  year  1902  will  see  the  cycle  trade 
lifted  clear  of  the  slough. 

Do  your  part— play  a  man's  part,  take  a 
man's  chances— and  belief  can  be  made  cer- 
tainty. 

Here's  to  you  and  each  of  you!  May  you 
play  the  part  intelligently  and  well,  and  add 
your  quota  to  the  year's  prosperity! 


Turning  Winter  to  Advantage. 

Winter  was  ever  the  retail  cycle  trade's 
season  of  discontent.  "The  way  out"  was 
ever  difficult.  But  certainly,  as  Mr.  C.  A. 
Persons  points  out  in  another  column,  the 
motor  bicycle  has  provided  for  the  dealer  a 
"winter  campaign"  such  as  was  never  be- 
fore afforded  him. 

What  Mr.  Persons  says  is  beyond  dispute. 
The  dealer  with  a  motor  bicycle  can  keep 
himself  busy  all  during  the  winter  "manu- 
facturing customers." 

That  there  is  widespread  interest  in  the 
bicycle  that  "robs  hills  and  head  winds  of 
their  terrors"  is  undoubted.  That  there  ex- 
ists also  a  general  idea  thfit  it  is  dangerous 
or  hard  to  manage  and  too  complicated  for 
the  understanding  of  the  average  man  is  as 
certain. 

One  of  two  methods  may  be  employed  to 
combat  and  dissipate  these  impressions.  The 
public  may  be  left  to  absorb  Information  as 
it  filters  out  in  the  natural  evolution  of  time 
and  events,  or  the  same  public  may  be  taken 
in  hand  and  by  actual  demonstration  be 
educated  and  shown  the  fallacy  of  their 
ideas. 

It  does  not  require  the  gift  of  second  sight 
to  discern  which  is  the  speedy  and  efficacious 
method. 

No  procedure  is  simpler  than  to  raise  the 
rear  wheel  of  a  motor  bicycle  off  the  floor, 
to  place  a  man  in  the  saddle  and  let  him 
start  the  engine  going,  and  then  by  instruct- 
ing him  in  the  manipulation  of  the  levers  to 
"let  him  see  for  himself  just  how  the  thing 
works." 

Most  men  would  relish  the  opportunity, 
and  we,  like  Mr.  Persons,  are  convinced  that 
dealers  have  but  to  extend  the  Invitation  to 
their  respective  publics  to  fill  their  stores 
with  interested  men,  each  of  whom  cannot 
but  become  not  only  a  living  advertisement, 
bijt  a  possible  customer. 
.  .Jt  Is  a  happy  suggestion,  and  one  worthy 
of   general   heed.     No   dealer  possessing  a 


282 


THE  BICYCUNG  WORLD 


motor  bicycle  should  require  a  second  urging. 
The  opportunity  is  one  of  those  that  "fairly 
yawn." 

There  is  nothing  that  so  quiclvly  and  com- 
pletely converts  and  enlightens  a  man  as 
person  experience,  and  the  clever  and  courte- 
ous merchant  vi'ho  is  cordial  in  his  welcome 
and  diplomatic  in  his  "Come  again"  can  asli 
for  nothing  better  than  the  winter  opportu- 
nity thus  afforded. 

It  can  literally  transform  "a  winter  of 
discontent"  into  a  summer  made  glorious  by 
prospects  of  profitable  sales. 


The  High  Gear  Rut. 

Constant  dripping  will  wear  away  the 
hardest  stone,  it  is  said;  and  it  is  on  this 
theory  that  we  return  to  the  matter  of  high 
gears. 

Warnings  without  number  have  been 
sounded  on  this  subject  It  has  been  as- 
serted that  high  gears,  more  than  any  other 
single  cause,  have  hurt  cycling  as  a  pastime. 
High  gears  mean  increased  speed,  of  course, 
but  they  also  mean  increased  worli;  and 
when,  by  reason  of  increased  work,  increased 
speed  is  materially  reduced,  there  is  both  a 
relative  and  a  net  loss. 

Riders  by  the  score,  the  hundred,  the 
thousand  even,  can  be  found  who  have  been 
brought  low  by  the  use  of  high  gears.  They 
add  materially  to  the  work  entailed,  and  this 
increase  takes  place  just  where  it  was  al- 
ready too  hard— that  is,  on  the  hills  and 
against  the  wind. 

In  the  beginning  the  increase  in  gears  was 
both  logical  and  commendable.  The  solid 
tired  safety  of  50  pounds  or  upward  needed 
a  vei"y  different  gear  than  the  subsequent 
25-pounder,  shod  with  air  tires;  and  the 
change  from  a  standard  gear  of  56  inches  to 
one  of  70  inches  or  thereabouts  took  place 
in  a  few  years,  and  with  excellent  results. 

Had  it  stopped  here  all  would  have  been 
well.  Any  robust  and  experienced  rider  can 
push  a  68  or  70  gear  without  inconvenience 
or  undue  fatigue. 

But  when  the  rise  continued,  and  80  and  90 
inches  were  reached  by  leaps  and  bounds,  the 
vantage  ground  of  reason  was  left  behind 
and  that  of  folly  entered  upon.  The  craze 
for  such  gears  affected  all  classes,  and  they 
were  used  by  the  weaklings  as  well  as  the 
"scorchers." 

Worst  of  all,  the  movement  became  com- 
prehensive enough  to  take  in  the  women 
riders.  They  began  to  use  70's  and  80's, 
when  they  would  have  been  much  better 
served  by  SCs. 


To-day,  in  spite  of  the  slight  leaction  that 
has  taken  place,  and  which  swept  the 
"freak"  gears  of  a  few  years  ago  away,  the 
standard  gears  are  much  too  high.  An  all 
around  reduction  would  be  of  material  bene- 
fit to  the  public  and  trade,  and  would  meet 
with  little  or  no  opposition,  yet  it  is  not 
made. 

For  this  the  trade  is  largely  to  blame. 
Makers  could  put  out  and  dealers  could  sell 
machines  with  lower  gears  if  they  made  an 
effort  to  do  so. 

But  the  gear  matter  has  got  into  a  rut.  No 
one  takes  the  trouble  to  get  it  out,  or  seems 
to  think  it  either  necessary  or  desirable  that 
it  should  be  got  out. 

Some  day  the  awakening  will  come,  the 
gears  will  go  down,  rider^  will  be  pleased, 
and  then  every  one  will  wonder  why  the 
change  was  not  made  sooner. 


The  Fall  of  the  nighty. 

While  most  people  have  a  vague  idea  that 
the  L.  A.  W.  has  suffered  a  great  decline  in 
membership  and  interest,  there  has  been 
small  appreciation  of  the  real  immensity  of 
the  fall.  This  is  made  plain  by  the  com- 
munication of  Secretary  Bassett,  published 
in  another  column.  From  100,000  members 
in  1898  to  10,000  in  1901!  From  forty  or 
more  State  organizations  in  1898  to  five  live 
ones  in  1901!  And  during  these  periods  two 
presidents  drew  each  from  the  National 
treasury  $3,500  per  year— some  $70  per  week 
—and  another  $2,000,  or  $40  per  week.  What 
a  story  of  official  neglect  or  incompetence 
these  figures  convey! 

Mr.  Basset's  idea  of  local  organizations  is 
undoubtedly  a  happy  one,  but  unless  the 
League  can  find  a  president  who  will  not 
merely  appoint  committees,  but  who  will 
himself  work  and  see  that  his  appointees 
work,  there  is  small  hope.  The  L.  A.  W. 
already  has  a  committee  on  local  organiza- 
tion. One  of  its  members  has  testified  in 
the  Bicycling  World  that  though  anxious 
and  willing  to  work,  the  chairman  has  not 
turned  a  hand  during  the  year. 

It  is  this  state  of  affairs  that  has  under- 
mined the  League.  The  right  men  have  not 
been  in  the  right  place  Unless  they  be 
found,  and  found  speedily,  we  fear  the  case 
is  hopeless. 


Small  Investments,  Large  Returns. 

In  living  within  his  shell  and  paying  no 
attention  whatever  to  anything  that  does 
not  directly  concern  himself  and  the  par- 
ticular wares  that  he  handles,  the  average 


dealer  permits  many  good  ideas  and  good 
things  to  escape  him. 

There  are  few  catalogues  or  circulars  is- 
sued by  manufactm-ers  that  do  not  contain 
or  convey  some  information  or  suggestion 
that  the  clever  merchant  cannot  turn  to  his 
advantage  at  some  time  or  other.  Merchants 
of  the  sort  realize  that  it  is  the  height  of 
wisdom  to  keep  posted  on  the  doings  and 
sayings  and  productions  and  features  of  or 
claims  made  for  the  productions  of  the 
"other  fellows." 

There  are  few  investments  that  promise 
better  than  the  one  or  two  cents  expended 
for  the  postage  stamps  required  to  bring  the 
catalogues  of  any  and  all  persons  engaged 
in  the  trade  in  which  the  particular  mer- 
chant is  interested. 


One  Cause  of  Improvement. 

Once  more  it  is  being  prophesied  that  the 
ranks  of  buyers  will  next  season  be  consid- 
erably augmented,  owing  to  the  wearing  out 
of  thousands  of  machines  that  cannot  pos- 
sibly be  made  to  do  service  for  another  year. 

It  is  asserted,  and  perhaps  with  consider- 
able truth,  that  many  of  the  owners  of  such 
machines  would  have  come  into  the  market 
during  the  past  season  had  not  the  almost 
unprecedentedly  bad  weather  acted  as  a  de- 
terrent. By  the  time  the  season  Had  become 
well  advanced  these  wheelmen  decided  to 
wait  another  year,  and  managed  somehow  to 
make  their  old  machines  last  them  through 
the  summer  and  fall. 

But. in  1902  they  will  not  be  able  to  defer 
purchasing,  and  they  will  be  joined  by  thou- 
sands of  others  who  have  machines  three, 
foul",  and  even  five  years  old. 

There  is  no  reason  to  doubt  that  these  ex- 
pectations may  be  realized  in  part. 

Bicycle  wiU  wear  out,  and  the  evil  day— 
for  such  many  riders  now  regard  it— cannot 
be  put  off  indefinitely.  Unquestionably  that 
day  is  at  hand  for  no  inconsiderable  number 
of  riders,  and  their  regret  will  be  quite 
balanced  by  the  joy  of  the  dealers  who  will 
make  the  sales. 


It  will  come  even  easier  to  write  "1902" 
than  to  prevent  tongue  and  pen  from  form- 
ing that  facile  abbreviation,  A.  B.  C,  which 
for  two  years  has  stood  for  so  much  in  the 
cycle  trade. 


Some  good  has  come  out  of  evil,  in  that 
there  is  not  so  much  seen,  or  heard,  of  the 
"lady"  rider  who  disports  in  bloomers  on 
diamond  frame  machines. 


THE  BICYCLING  WORLD 


263 


ORIENT  BICYCLES 


nODELS  FOR  1902 
ARE  NOW  READY. 


WRITE  FOR  AGENCY. 


The  Orient  line  for  this  season  is  a  winner. 
Eight  elegant  models   ranging  from  $30  to  $50. 


Hand= 
some 
New 

Catalog 
is  now 

in  Press 


WALTHAfl  riANUFACTURlNG  COHPANY 


-  WALTHAM,    MASSACHUSETTS 


li 


jTrom  ^alh  to  jTacts. 

Coaster-brakes  wear  and  get  out  of  order;  then  they're  worse  than  useless. 

The  Forsyth  coaster-brake  will  outlast  the  wheel  itself,  and  is  always  in  perfect  order. 

WHY  ?     Because  it  is  adjustable  the  same  as  an  ordinary  bearing  without  removing  the  wheel  from  frame. 

IT  IS  THE  ONLY  COASTER-BRAKE  IN  THE 
WORLD  THAT  IS  AT  ALL  ADJUSTABLE. 

The  reason  is  that  it  is  not  a  **  box  of  tricks  ** — there's  no  complicated  or  delicate  mechanism  about  it ;  in  fact, 
it  differs  little  from  an  ordinary  hub  in  its  simplicity. 

It  is  frictionless — spins  forward  or_  backward,  and  will  not  carry  even  the  small  sprocket  with  it — coasts  in 
a  braking  position,  and  coasts  as  freely  as  a  wheel  without  a  chain. 

No  provision  for  **  flooding  with  oil" — the  Forsyth  doesn't  need  it ;  will  run  an  entire  season  without  any  oil. 

In  short,  the  Forsyth  represents  the  boiled-down  goodness  a  coaster-brake  should  have. 

EVERY  MANUFACTURER,  JOBBER  AND  DEALER  SHOULD  CARRY  IT. 

IT  REPRESENTS  PROFIT  AND  SATISFACTION.        ELECTROS  FOR  THE  ASKING, 


jfore^tb  flftanutacturiuQ  Co.,  Buffalo,  H.  V. 


284 


THE  BICYCUNG  WORLD 


COPELAND  GETS  DECISION 


Robinson'5  Attempt  to  Upset  his  Coaster- 
Brake  Patent  Fails  of  its  Purpose. 


The  Interference  case  of  William  Robinson 
vs.  James  S.  Copeland,  of  Hartford,  Conn., 
wbich  has  been  for  some  time  pending  be- 
fore the  Patent  Office  authorities,  has  been 
decided  in  favor  of  Copeland. 

The  case  involved  a  coaster  brake  covered 
by  Copeland's  patent,  No.  679,185,  filed  April 
29,  1S98,  and  Robinson's,  No.  730,817,  filed 
September  18,  1899.  Mr.  Copeland's  con- 
nection with  the  Columbia  factory  giving  the 
matter  more  than  usual  interest.  Colonel 
Charles  L.  Burdett  appeared  for  the  Hart- 
ford man.  After  hearing  the  arguments, 
Commissioner  Allen  rendered  decision  as  fol- 
lows: 

This  is  a  petition  by  Robinson  taken  under 
the  following  circumstances: 

It  appears  that  on  May  4,  1901,  this  inter- 
ference was  dissolved  by  the  Primary  Ex- 
aminer. On  May  15,  1901,  the  Primary 
Examiner  requested  that  the  interference  be 
returned  to  him  for  the  purpose  of  correct- 
ing an  error  in  his  decision  dissolving  the 
interference,  and  it  was  accordingly  returned 
to  him  on  May  22.  On  May  23  he  corrected 
his  decision  to  the  extent  that  instead  of 
dissolving  the  interference  he  dissolved  it  as 
to  the  first  five  counts,  leaving  the  sixth 
count  as  the  sole  issue  of  the  interference. 
On  May  22,  1901,  Robinson  filed  an  amend- 
ment cancelling  the  five  claims  forming  the 
first  five  cotmts  of  the  isue  and  substituting 
therefor  eleven  new  claims.  This  amend- 
ment was  not  received  by  the  Primary  Ex- 
aminer until  after  he  had  corrected  his  de- 
cision and  was  not  considered  by  him.  On 
June  8,  1901,  Robinson  filed  a  motion  before 
the  Examiner  of  Interferences  that  his  ap- 
plication be  amended  as  proposed  in  the 
above-named  amendment,  and  with  this  a 
motion  that  this  first-named  motion  and  all 
the  papers  in  the  case  be  transmitted  to  the 
Primary  Examiner  for  his  action  on  said 
amendment.     The  motion  to  transmit  was 


denied  by  the  Examiner  of  Interferences, 
and  limit  of  appeal  was  fixed  for  June  25, 
1901. 

From  this  decision  of  the  Examiner  of 
Interferences  Robinson  took  no  appeal;  but 
on  the  23d  day  of  July,  nearly  one  month 
after  the  expiration  of  the  limit  set,  he  filed 
this  petition,  "that  all  papers  in  this  case 
be  transmitted  to  the  Primary  Examiner,  to- 
gether with  the  accompanying  motion  to 
amend  and  substitute  and  to  suspend  said  in- 
terference or  dissolve  and  redeclare  the 
same."  , 

Robinson  having  failed  to  take  his  appeal 
within  the  time  limit  set,  should  not  now 
be  heard  except  upon  a  showing  of  sufficient 
excuse  why  the  appeal  was  not  earlier 
taken,  and  in  the  absence  of  such  showing 
this  petition,  which  amounts  to  an  appeal, 
should  be  denied.  He  alleges,  however,  that 
he  had  up  to  the  time  of  filing  this  petition 
"received  no  official  communication  denying 
said  motion  or  setting  any  limit  of  time  to 
appeal  to  the  Commissioner,  and  that  he  does 
not  believe  that  any  such  notice  was  ever 
sent  to  his  correct  and  well-known  address." 

The  record  shows  that  a  copy  of  the  de- 
cision of  the  Examiner  of  Interferences  was 
sent  to  Robinson  in  care  of  Kenyon  &  Ken- 
yon,  New  York,  N.  Y.,  whom  he  had  ap- 
pointed as  his  attorneys  for  the  purpose  of 
taking  testimony,  but  for  no  other  purpose. 
It  does  not  appear,  however,  that  Robinson 
was  notified  of  this  decision,  nor  that  he  be- 
came aware  of  it  prior  to  the  expiration  of 
the  time  limited  for  appeal. 

In  view  of  the  doubt,  therefore,  as  to  the 
sufficiency  of  the  notice  to  Robinson,  this  pe- 
tition, which  is  in  reality  an  appeal  from 
the  decision  of  the  Examiner  of  Interfer- 
ences, will  be  considered  as  if  it  were  an 
appeal. 

It  is  the  well-settled  practice  of  the  office, 
as  expressed  in  Rule  130,  that  amendments 
to  the  specification  will  not  be  received  dur- 
ing the  pendency  of  an  interference  except  in 
the  cases  provided  for  by  Rules  106,  107  and 
109.  (See  also  Bechman  v.  .Johnson,  48  O.  G., 
673;  Curtis  v.  Marsh,  92  O.  G.,  1236.)  No 
good  reason  appears  for  departing  from  this 
practice  in  the  present  case.     The  proposed 


amendment  if  received  would  necessitate  a 
suspension  of  the  interference  for  the  con- 
sideration of  the  proposed  claims  on  their 
merits.  It  might  prove  that  they  are  un- 
patentable or  that  if  patentable  they  are 
such  claims  as  could  not  be  made  by  the 
other  party  to  the  interference,  or  if  patent- 
able and  capable  of  being  made  by  the  other 
party  it  is  possible  that  no  useful  purpose 
would  be  subserved  by  their  incorporation 
as  issues  in  the  interference,  for  the  question 
of  priority,  which  is  the  sole  question  to  be 
considered  in  interference  proceedings,  might 
as  well  be  decided  upon  the  remaining  issue. 

Whatever  the  effect  of  the  proposed  amend- 
ment might  be,  it  is  clear  that  it  would 
result  in  great  delay  of  the  interference  and 
in  hardship  to  the  opposing  party.  (See 
Potter  V.  Van  Vleck  v.  Thomson,  95  O.  G., 
2484).  Moreover,  the  orderly  conduct  of  busi- 
ness in  this  office  requires  that  an  inter- 
ference should  not  be  interrupted  for  the 
consideration  of  questions  which  are  ex 
parte  in  their  nature. 

It  is  urged  on  behalf  of  Robinson  that  as 
the  proposed  amendment  was  received  by 
the  office  before  the  interference  was  rein- 
stated it  should  have  been  considered  by 
Examiner.  It  appears,  however,  that  Robin- 
son's application  involved  in  this  interfer- 
ence was  involved  in  another  interference 
at  that  time,  and  is  so  at  the  present  time. 
For  this  reason  alone  no  amendment  to  the 
specification  could  be  received,  whatever  dis- 
position might  be  made  of  this  present  in- 
terference. 

The  petition  is  denied. 


It  is  said  that  an  effort  will  be  made  next 
year  to  revive  professional  cycle  racing  in 
Great  Britain.  At  present  the  sport  is  as 
dead  as  the  proverbial  doornail,  and  has 
been  for  some  time.  But  one  would  natu- 
rally suppose  that  a  revival  of  the  pastime, 
such  as  has  undoubtedly  taken  place  there, 
would  herald  a  similar  happening  to  the 
sport.  In  this  country  it  was  the  sport 
which  recovered  the  sooner.  Optimists  take 
pleasure  in  figuring  it  out  that  the  pastime 
will  take  a  brace  next  season,  and  there  are 
not  wanting  signs  to  support  this  belief. 


HUDSON  BICYCLES 


HAVE  MORE  UP^TO-DAT£  AND  ORIGINAL 
FEATURES  THAN  ANY  OTHER  BICYCLES 

ti!' BEAN  CHAM  BERLIN  MFG.  CO., 

HUDSON, MICN. 


IF  THERE  IS  A  SINGLE 

JOBBER 

In   these  great   United  States  who  is  not  prepare 

with  electros  and  full  particulars  with 

which  to  catalogue 

THE 

Smith  Two-Roller 
Spring  Seat  Post 

we  want   to   hear  from  him  at   once.     This  is 
very  important. 

We  have  something:    \//^I  T 
interesting-  to  say  to  Y  W  U  • 

WRITE.  TO-DAY. 

JOS.  N.  SMITH  &  CO.,  Detroit,  Mich. 


THE  BICYCUNG  WORLD 


289 


FALL  OF  THE  MIGHTY 


Secretary  Bassett  Brings  Figures  Showing 

the  League's  Decline— No  State  Elections 

Held— What  He  Suggest*. 

Editor  The  Bicycling  World: 

Will  you  kindly  allow  one  who  has  very 
much  Interest  in  the  L.  A.  W.  to  enter  the 
symposium  you  have  established  regarding 
the  present  condition  and  the  future  possi- 
bilities of  the  L.  A.  W.?  I  have  written  my 
ideas  more  fully  than  I  expect  you  to  grant 
me  space  for,  to  be  published  in  our  official 
organ  January  1;  but  I  will  give  them  to  you 
in  brief. 

Let  us  look  at  some  of  our  best  records. 
January  21,  1898,  we  published  a  total  mem- 
bership of  103,293.  January  1  we  have 
10,754.     The  three  larger  divisions  reached 

figures  as  follows: 

Then.  Now. 

New  York 26,983  3,091 

Pennsylvania   24,979  1,887 

Massachusetts    12,899  2,125 

All  things  cycling  have  suffered  a  decline. 
We  have  to  admit  that.  The  L.  A.  W.  has 
suffered  no  more  than  other  interests. 


I  believe  we  should  recognize  the  situa- 
tion and  apply  the  remedy  if  we  can  find  it. 

I  firmly  believe  that  the  division  system  of 
work  has  proved  a  failure.  We  have  no 
more  than  five  active  divisions,  where  we 
once  had  fifty.  The  divisions  are  so  dead 
that  not  a  single  election  of  oflBcers  has  been 
held  this  year.  In  a  few  divisions  nomina- 
tions have  been  made  by  committees  and 
the  nominees  have  been  declared  elected. 
Three-fourths  of  the  division  officers  this 
year,  and  last,  are,  and  were,  holdovers  in 
oflace  in  default  of  elections.  More  than  half 
the  divisions  are  without  officers.  Like  dere- 
licts at  sea,  they  float  upon  the  sea  of  trouble. 
Such  large  divisions  as  Illinois,  Ohio,  Colo- 
rado and  Tennessee  are  now  without  even 
the  semblance  of  organization.  West  of  the 
Mississippi  we  have  no  divisions  at  work 
save  Missouri  and  South  California.  We 
have  but  750  members  west  of  the  Missis- 
sippi, and  only  606  in  the  entire  South. 


With  our  reduced  membership  it  is  not  a 
profitable  task  for  one  man  to  cover  a  whole 
State.  The  result  is  that  nothing  is  done. 
Out  of  10,000  members  7,000  are  in  the  three 
large  States  of  New  York,  Pennsylvania  and 
Massachusetts.  In  forty-seven  districts  out- 
side these  large  States  our  membership  is 
but  3,000.  Facts  could  be  piled  on  top  of 
one  another  to  an  indefinite  height  to  give 
further  demonstration  of  the  failure  of  di- 
visions. 


You  speak  of  W.  B.  Hassan,  of  Indiana, 
as  one  ready  and  willing  to  work.  True 
enough;  but  look  at  the  disadvantage  of  his 
situation.  The  Indiana  members  are,  or  have 
been.  In  Indianapolis.  Hassan  is  at  JefCer- 
soDvllle,  one  hundred  miles  away.    He  would 


be  a  good  man  for  us  at  the  head  of  a  con- 
sulate at  Jeffersonville,  but  we  can  expect 
little  from  an  attempt  to  run  a  body  of  men 
living  a  hundred  miles  away.  A  Chicago 
man  can  hardly  be  expected  to  do  good  work 
at  the  head  of  a  Peoria  body,  nor  can  we 
expect  much  from  a  Philadelphia  man  who 
tries  to  steer  a  lot  of  members  in  Pittsburg, 
which  is  further  from  Philadelphia  tliau 
Boston  is. 


My  idea  is  to  require  a  State  to  show  1,000 
members  before  it  can  have  a  division.  Then 
bring  in  the  consulate  to  work  in  the  smaller 
divisions  and  in  the  latter  as  well. 

In  this  way  we  have  men  organized  iu 
localities  where  they  can  be  in  touch  with 
each  other.  Every  large  city  should  have  a 
consulate.  If  Buffalo,  Albany,  Blmira  and 
Rochester  had  active  consulates  there  would 
be  more  work  done  and  more  members  to  do 
it.  Give  the  consulate  a  drawback  on  the 
dues  in  every  instance.  If  the  consulate  is 
under  an  organized  division,  the  division 
should  give  the  drawback;  otherwise  the 
national  body. 


The  associated  cycling  clubs  that  were  at 
one  time  on  earth  did  more  work  than  did 
the  divisions.  The  little  consulate  down  in 
New  Bedford  is  the  only  live  thing  in  Massa- 
chusetts. The  two  little  towns  of  Torring- 
ton  and  Winsted,  Conn.,  have  a  large  ma- 
jority of  the  membership  in  Connecticut. 
They  have  local  cycling  organizations  that 
get  at  the  wheelmen.  The  big  cities  of  the 
three  large  States  show  a  majority  of  wheel- 
men, and  the  great  falling  off  in  membership 
has  been  in  the  remote  sections,  where  men 
can't  get  together.  The  back-country  mem- 
bers complain  that  they  pay  out  money  to 
have  it  spent  in  New  York,  Philadelphia  and 
Boston.  Encourage  the  smaller  cities  to  or- 
ganize consulates,  and  we  shall  see  some- 
thing, if  it  is  no  more  than  an  occasional 
fraternal  dinner. 

And  so  we  would  encourage  the  consulate. 
Give  it  a  drawback.  Let  men  get  in  touch 
with  each  other,  and  not  do  all  the  talking 
by  mail. 

Moreover,  I  would  give  the  member  an  in- 
terest by  giving  him  something  to  do.  Let 
him  vote  for  officers  and  let  him  vote  on 
constitutional  amendments.  Nothing  gives  a 
man  such  an  interest  in  his  country  as  does 
the  annual  election.  The  National  Assembly 
is  an  expensive  institution,  and  it  encourages 
political  strife.  Every  National  Assembly 
for  several  years  has  been  a  crisis,  and  men 
have  stood  around  with  daggers  drawn  to 
knife  political  opponents.  Very  much  will 
be  said  in  this  particular  about  the  loss  of 
the  debate  on  important  questions.  We  have 
never  seen  a  vote  changed  by  debate  on  im- 
portant questions  in  the  Assembly.  Minds 
are  made  up  before  the  meeting  Is  called  to 
order. 

Little  by  little  and  piece  by  piece  the  di- 
visions have  been  taking  away  the  work  of 


the  national  body  for  years.  They  have 
taken  the  work  away  and  then  they  neglect 
it.  We  believe  all  renewals  should  be  noti- 
fied from  headquarters,  and  that  the  dues 
should  be  seut  to  headquarters.  There  are 
a  few  divisions  that  are  active,  and  they 
are  active  only  in  this  respect.  Officers  are 
maintained  in  divisions  for  little  or  no  other 
purpose  than  to  notify  renewals;  a  work 
that  could  be  better  done  from  headquarters. 
Why  make  two  bites  of  a  cherry? 

We  should  have  a  good  hotel  system,  a 
good  consul  system.  We  should  issue  road- 
books and  handbooks  at  small  cost.  We 
cannot  afford  to  give  these  away.  We  should 
do  much  more  in  this  line,  and  it  should  be 
done  under  a  uniform  plan.  Under  the  di- 
vision scheme  we  have  fifty  different  minds 
working  upon  every  undertaking  and  no 
way  to  harmonize  them. 

Our  prejudices  against  foreigners  have  pre- 
vented us  from  following  in  the  footsteps  of 
the  organizations  across  the  water.  The 
C.  T.  C.  and  the  T.  C.  are  successful  beyond 
anything  we  have  achieved.  While  we  are 
at  the  foot  of  the  hill  they  are  climbing. 
They  have  full  treasuries  and  large  mem- 
bership rolls;  we  have  neither.  We  have  a 
debt.  We  must  put  aside  prejudices  and 
political  strife  and  place  the  L.  A.  W.  on  a 
firm  basis. 

At  the  meeting  of  the  Assembly  I  shall 
present  amendments  to  the  constitution  in 
accordance  with  the  ideas  I  have  presented, 
and  shall  hope  to  see  them  prevail. 

ABBOT    BASSETT. 


Editor  The  Bicycling  World: 

Referring  to  the  correspondence  in  your 
paper  about  the  condition  of  the  L.  A.  W., 
let  me  offer  a  crumb.  Several  years  ago 
Michigan  elected  a  Chief  Consul  who  is  in 
the  printing  business.  We  began  to  have 
printed  matter  to  burn.  All  sorts  of  cir- 
culars and  blanks  were  turned  out  of  the 
Consul's  printing  office.  Result:  A  big  debt. 
For  the  last  two  years  President  Earle  has 
been  our  Chief  Consul,  and  he  has  refused 
to  pay  any  part  of  the  big  debt.  And  now 
the  printer  Consul  has  got  himself  elected 
again  for  the  avowed  purpose  of  collecting 
that  debt.  Where  do  we  come  in?  What  is 
the  member  from  Michigan  going  to  get  for 
several  years  to  come?  We  are  in  no  way 
responsible  for  that  debt,  but  we  have  got  to 
pay  it.  That's  the  way  the  L.  A.  W.  is  run 
in  the  West.  DETROIT. 


How  Sidepath  Licenses  Hurt. 

Editor  The  Bicycling  World: 

I  wish  to  ask  the  opinion  of  your  readers 
on  the  bicycle  license  question.  While  it  is 
admitted  that  we  have  better  cycle  paths, 
they  are  not  as  good  as  they  should  be,  con- 
sidering the  money  received.  We  had  nearly 
as  good  paths  in  the  old  days  of  L.  A.  W. 
and  local  bicycle  clubs.  Every  dollar  re- 
ceived was  spent  where  it  would  do  the  most 
good;  there  were  no  sidepath  commissioners 
to  be  paid. 

Before  there  was  a  license  we  used  to  have 
ten  or  twenty  century  runs  a  week;  now  we 


290 


THE  BICYCUNG  WORLD 


Lave  none,  because  if  a  run  of  two  hundred 
riders  came  into  Suffolk  County  (N.  Y.)  it 
would  cost  them  $100  for  license  fees,  and 
most  of  them  would  never  have  use  for  them 
again. 

The  license  may  be  all  right  for  us  home 
people,  but  it  seems  as  if  some  provision 
should  be  made  for  a  rider  who  only  wants 
to  ride  a  day  or  two  in  the  county. 

K  the  L.  A.  W.  would  look  into  this  mat- 
ter, instead  of  talking  good  roads  and  league 
hotels  which  wheelmen  won't  use  as  long  as 
they  have  to  pay  a  bicycle  license,  they 
would  be  doing  somethmg  that  most  wheel- 
ing clubs  would  thank  them  for.  I  read 
that  bicycle  runs  are  dead  in  some  sections 
and  booming  in  others.  Now,  take,  for  ex- 
ample, Queens  Countj',  where  there  is  no 
license  required;  see  the  dozens  of  runs 
there  every  Sunday.  Yet  in  Suffolk  County, 
where  we  must  have  a  license,  and  where 
paths  are  good  and  the  scenery  prettier,  we 
never  have  a  run  now.  Let  us  have  opinion. 
A  PATCHOGUE  DEALER. 


British  Handle-Bar  Backwardness. 

It  is  considerably  more  than  half  a  decade 
smee  adjustable  handle  bars  came  mto  use 
in  this  country,  and  to-day  they  are  j<lmost 
universal.  No  maker  and  few  riders  would 
think  of  going  back  to  the  old  type  of  fixed 
bar. 

Yet  to  the  British  rider  the  adjustable  "car 
is  almost  unknown,  or  where  known  is 
frowned  upon  and  tabooed  because,  for- 
sooth, it  is  one  of  those  "contraptions"  popu- 
lar in  America! 

Even  so  well  informed  a  writer  as 
"Veteran"  m  the  Cyclist  sings  the  praises 
of  adjustable  bars  and  says  that  "some 
years  ago  there  was  an  adjustable  bar 
brought  out,  but  it  did  not  seem  to  go,"  and 
winds  up  by  saying  that  the  subject  is  one 
of  considerable  interest!  The  only  way  he 
can  see  of  obtaining  such  bars  is  to  have 
them  specially  made! 

"I  recently  purchased  a  machine  for  one 
of  my  colleagues  (a  novice),  and  when  it 
arrived  it  was  fitted  with  handle  bars  of  the 
uptmrned  style,"  he  says.  "After  using  them 
for  a  few  weeks,  he  had  them  changed  for 
bars  of  the  slightly  dropped  order,  but  these 
gave  him  no  more  satisfaction.  His  chief 
trouble  was  his  wrists  aching,  which  became 
so  bad  that  he  was  compelled  to  wear 
leather  wristlets. 

"He  confided  his  woes  to  a  local  maker— 
I  wish  I  knew  that  merchant's  name—who 
at  once  prescribed  for  him,  and  changed  his 
handle  bar  for  a  specially  designed  one  at  a 
cost  of  Is  6d.  The  man  had  suffered  from 
weak  wrists  himself,  and  thought  the  mat- 
ter out,  with  the  result  that  he  has  pro- 
duced a  bar  of  which  the  handles  are  fixed 
at  such  an  angle  that  the  wrists,  when  one 
is  pulling,  are  in  a  normal  position.  In 
nearly  all  our  bars,  when  we  pull  from  the 
handles,  the  wrists  are  bent;  hence  to  most 
of  us  handles  are  superfluous,  and  what  pull 
we  get  is  from  the  bar  itself,  over  which  we 
hang  our  fingers. 
"Some  years  back  there  was  an  adjustable 


handle  bar  brought  out,  but  it  did  not  seem 
to  go.  I  feel  pretty  sure  that  if  I  had  a  bar 
of  my  own  particular  fancy,  cowhorned  hor- 
izontally (as  regards  the  stalk)  forward,  but 
then  bent  down,  say  about  a  couple  of  inches 
lower  than  is  now  the  case  (it  is  an  ordinary 
rational  handle  bar),  I  could  get  better  re- 
sults out  of  the  machine  than  at  present,  as 
when  riding  hard  uphill  my  wrists  are  pun- 
ished. 

"The  subject  is  one  which  is  of  consider- 
able interest  to  long  distance  riders.  It  is 
like  the  saddle  question,  and  does  not  ap- 
peal to  the  potterers,  who  neither  ride  fast 
nor  far  enough  to  find  out  the  merits  or  de- 
merits of  anything  cycular." 


.     The  3olar  That  Burns  Oil. 

That  the  Badger  Brass  Mfg.  Co.,  who 
"made  acetylene  famous,"  should  include  a 
Solar  oil  lamp  in  its  productions  for  1902  is, 
as  the  Bicycling  AVorld  stated  several  weeks 
since,   one   of   the  surprises  of   the   season. 


Considerable  interest  in  the  new  lamp  has 
naturally  followed.  It  is  shown  by  the  ac- 
companying illustration. 

It  is  made  entirely  of  brass,  richly  nickel 
plated,  is  six  inches  high  and  has  removable 
top  head,  aluminum  reflector  and  wick  lock 
burner,  t  is  fitted  with  two  and  one-half- 
inch  double  convex  lens,  three-fourths-inch 
red  jewelled  side  lights,  combination  head 
and  fork  bracket,  and  has  a  large  capacity 
wool  packed  oil  fount  to  prevent  oil  slop- 
ping. The  price,  $1.50,  is  not  the  least  in- 
teresting feature  of  the  lamp. 


Opposes  Rotary  Cranks. 

In  the  good  old  days,  when  constructional 
features  were  made  much  of  and  their  dis- 
cussion furnished  meat  and  drink  to  the 
average  cyclist,  there  were  two  topics  of 
perennial  freshness.  One  was  the  crank 
versus  lever  method  of  driving;  the  other 
the  manifold  defects  of  the  chain  drive. 

It  was  never  very  difficult  to  prove  that 
the  lever  could  give  the  crank  cards  and 
spades  and  a  beating— in  theory;  or  that  the 
chain  drive  was  unmechanical  and  a  dozen 
other  "uns"— also  in  theory.  But  in  spite  of 
this  the  lever  dropped  out  of  sight,  and  until 
the  bevel  gear  was  perfected  the  chain  never 
met  opposition,  and  even  now  it  is  still  far 


in  the  lead.  Nevertheless,  these  repeated 
failures  daunted  only  those  who  fought  the 
battles.  Others  invariably  sprang  up  in 
their  place  and  renewed  the  fight. 

It  has  remained  for  an  English  rider,  un- 
der the  nom  de  plume  of  "Tints,"  to  add 
variety  to  the  crusade  against  cranks— or 
at  least  against  rotary  ones— by  undertaking 
to  prove  that-  they  are  responsible  for  the 
difficulty  most  cyclists  find  in  climbing  steep 
hills. 

All  that  is  required  to  make  this  hill  work 
a  joy  forever  is  for  the  maker  so  to  arrange 
the  crank  movement  that  the  desired,  or  re- 
quired, amount  of  pressure  can  be  exerted 
at  all  times.  How  this  is  to  be  done  he  does 
not  say.  But  thajf'it  is  easy  he  is  very  posi- 
tive, thus  setting  at  naught  all  preconceived 
ideas  relating  to  the  subject  and  effectually, 
if  somewhat  vaguely,  disposing  of  the  dead 
centre  bogie. 

Assuming  to  be  correct  figures  showing 
that  a  pressure  of  150  pounds  exerted  on  the 
pedals  is  all  that  is  required  to  take  a  bi- 
cycle up  a  1  in  5  grade,  "Tints"  goes  on  to 
say: 

"My  grumble  with  the  cycle  of  to-day  does 
not  take  the  form  of  denying  that  it  beats 
walking  into  fits,  or  that  it  is  superior  to  the 
cycle  of  yesterday.  It  consists  in  pointing 
out  that  the  pedal  is  arranged  to  move  in  a 
circle,  as  if  the  foot  were  fitted  to  drive  with 
equal  ease  at  all  points;  whereas  it  is  per- 
fectly plain  to  me  that  the  foot  can  work 
almost  infinitely  better  in  the  vertical  than 
in  the  horizontal  direction. 

This  brings  me  to  the  second  condition  re- 
quired of  the  machine  which  shall  mount 
1  in  5  with  slightly  less  exertion  than  the 
pedestrian  must  exert.  TTiis  condition  is 
that  the  150  pounds  pressure  must  be  In  the 
proper  driving  direction,  whether  the  pedal 
is  to  be  urged  forward,  downward  or  back- 
ward. Now  there  may  be  men  who  can  find 
150  pounds  pressure  at  right  angles  to  the 
line  joining  the  crank  bracket  to  the  hip 
joint  at  the  upper  dead  centre,  once  in  a 
way,  and  even  at  the  bottom  dead  centre; 
but  any  man  of  150  pounds  weight  outside  a 
hospital  can  find  150  pounds  in  a  downward 
direction,  for  he  has  only  to  stand  on  the 
pedal.  Hence  if  he  can  walk,  he  call  ride 
the  1  in  5  hill,  provided  the  crank  happens 
to  be  horizontal. 

"Now,  there  is  no  valid  reason  why  the 
'cycle  engineer,'  as  soon  as  he  can  be 
brought  to  see  the  point,  should  not  arrange 
his  driving  movement  so  that  the  leg  should 
always  work  at  its  best,  and  when  that  is 
done,  seeing  that  a  healthy  man  can  easily 
bring  more  than  twice  his  weight  on  the 
pedal  in  an  approximately  downward  direc- 
tion, it  is  plain  that  no  hill  will  be  really 
serious  till  the  driving  wheel  backslips  in- 
stead of  driving,  and  on  such  a  slope  the 
pedestrian  would  do  well  to  provide  himself 
with  an  alpenstock." 


The  Retoil  Record. 

Adams,  Mass.— W.  F.  Kirkpatrick  succeeds 
M.  J.  Cur  ran. 
Kalkaska,  Mich.— Frank  Eckler,  fire  loss. 


THE  BICYCLING  WORLD 


291 


HEIGHT  OF  FRAME 


Mention    of    the   Subject     Draws    Remin- 
iscences From  a  Dealer. 


"It  did  not  appear  very  amusing  at  the 
time,  but  as  I  look  back  at  it  now  I  am  able 
to  enjoy  a  good  laugh  at  my  experiences 
during  the  crazes  for  high  and  low  frames, 
respectively,"  remarked  the  dealer  whose 
knowledge  went  back  to  the  beginning  of 
cycling. 

"During  1896  and  1897  it  was  the  high 
frame  that  was  the  'glass  of  fashion  and 
the  mould  of  form,'  "  he  went  on. 

"The  distress  of  the  short-legged  riders 
was  something  pitiful  to  contemplate.  It 
was  almost  as  bad  as  in  the  days  of  the  high 
wheel,  when  the  man  with  legs  for  a  50-inch 
machine  stretched  them  until  he  oould  be- 
stride a  56-inch,  and  thought  seriously  of 
trying  a  58-inch.  With  the  safety  at  the 
time  I  refer  to  the  effort  was  to  reach  a 
26-incb  frame.  No  one  wanted  anything  less 
than  this,  and  if  a  rider  was  a  fraction  of  an 
inch  over  5  feet  10  inches  he  talked  seriously 
of  a  28-inch  frame. 

"The  22-inch  frames  were  not  looked  at  ex- 
cept with  contempt.  Even  the  24's  were 
treated  with  disdain,  and  miserable  indeed 
was  the  little  fellow  who  could  not,  even 
with  saddle  post  down  on  the  frame  and  the 
lowest  spring  saddle  obtainable,  stretch  a 
26-inch. 

"We  ordered  a  number  of  28's  made  for 
us  by  the  factory,  and  although  the  owners 
had  to  wait  for  them  they  never  complained. 
We  even  built  a  30-inch  frame  in  our  own 
shop,  and  its  owner  was  the  proudest  man 
in  town  for  a  while.  He  was  pointed  out 
wherever  he  went,  and  if  he  left  his  machine 
in  front  of  a  store  a  crowd  collected  around 
it  in  short  order  and  made  all  sorts  of  ad- 
miring remarks  about  it. 

"But  the  high  frame  craze  was  short- 
lived. By  the  middle  of  1897  the  tide  had 
changed,  and  I  saw  that  low  frames  were 
coming. 

"You  never  saw  anything  change  so  quick- 
ly. In  less  than  a  month  the  word  had  been 
passed  around,  and  everybody  began  to  look 
askance  at  the  high  frames.  We  have  a 
number  of  them  in  stock,  and  although  I 
tried  to  work  them  oft  early  it  was  as  much 
as  I  could  do  to  get  rid  of  tnem.  If  I  had 
waited  a  few  weeks  longer  it  would  have 
been  impossible  to  work  them  off. 

"It  was  really  funny  to  watch  the  fellows 
tumble  all  over  each  other  in  their  eager- 
ness to  plump  for  the  low  frame.  This  time 
the  long-legged  chap  was  at  a  disadvantage, 
while  the  short-legged  ones  just  hugged 
themselves  to  think  that  their  chance  had 
come.  They  went  in  for  22-inch  frames,  and 
even  20's,  and  were  not  compelled  to  use 
much  saddle  post,  either.  It  was  this  saddle 
post  idea,  however,  that  gave  the  long-legged 
riders  their  opportunity.  By  using  a  lot  of 
post  they  were  able  to  ride  low  frames,  and 


it  was  very  funny  to  see  the  riders  of  26's 
and  28's  drop  to  22's  and  try  to  persuade 
themselves  they  liked  it. 

"Such  a  time  as  we  had  with  seat  posts 
and  handle  bars!  The  factories  soon  'got 
on,'  of  course,  and  began  to  turn  out  posts 
with  long  stems.  But  they  could  not  gauge 
the  extent  of  the  new  craze,  and  it  was  not 
strange  that  their  longest  posts  were  too 
short. 

"Then  we  had  to  make  posts  ourselves. 
We  did  not  like  to  do  it,  for  it  was  a  lot  of 
bother,  and,  besides,  it  was  hard  ou  the 
frames.  To  stick  a  10  or  12  inch  post  in  a 
frame  and  put  a  great  hulk  of  a  man  on  a 
saddle  on  one  end  of  it  did  not  help  the  frame 
any.  The  post  was  sinlply  a  lever,  con- 
stantly exerting  its  force  to  bend  something; 
and  if  we  reinforced  the  post  itself  the  frame 
had  to  take  the  hard  knocks.  Still,  we  had 
to  do  it,  for  the  cyclist  of  that  day  would  not 
take  'no'  for  an  answer  when  he  had  set  his 
heart  on  a  thing. 


POSITION  OF  MOTOR 


its  Importance  Sure  to  Increase^Stabllity, 
Gravity  and  Sideslip. 


Has  a  Hexagon  Head. 

The  "something  new"  that  counts  for  so 
much  marks  the  Wolff-American  racer  of 
1902.     The  frame  is  of  one-inch  tubing,  ex- 


cept the  upper  diamond  tube  which  is  seven- 
eighths  inch  tubing.  A  twenty-six-inch  front 
wheel  is  regularly  supplied  with  a  much 
sti'aigliter  fork  tlian  is  ordinarlj-  seen,  but  a 
tweuty-eight-inch  front  wheel  will  be  siip- 
plied  if  desired.  It  is  in  the  steering  head 
of  this  model,  however,  that  the  most  strik- 
ing "newness"  is  evident,  as  shown  by  the 
accompanying  illustration.  It  is  of  hexa- 
gonal tubing  and  most  pleasing  to  the  eye. 
The  two  side  panels  of  the  hexagon  head, 
which  are  parallel  with  the  frame  tubes,  are 
handsomely  nickel  plated  and  stand  out  in 
marked  and  striking  contrast  with  the  re- 
mainder of  the  head  and  frame  which  is 
finished  in  the  well  known  Wolff-American 
translucent  ruby  or  "Salamander"  enamel 
over  nickel.  New  pattern  spindle,  flanged, 
knock-out  hubs,  flanged  sprockets,  one- 
eighth-inch  nickel  steel  chains,  new  and  most 
ingenious  eccentric  chain  adjustment,  and  a 
new  type  of  self-oiling  or  magazine  crank 
axle  are  other  features  of  this  clever  little 
mount.  With  racing  tires  it  scales  complete 
nineteen  pounds  and  four  ounces. 


With  tlic  coming  of  the  motor  bicycle  it  is 
pretty  evident  that  such  matters  as  stability 
and  gravity  will  receive  considerable  atten- 
tion at  the  hands  of  the  trade  and  public. 

It  is  not  beyond  bounds  to  say  that  the 
most  important  point  in  conjiectiou  with  the 
motor  bicycle  is  that  of  its  stability.  There 
are  other  and  more  pressing  problems  en- 
grossing attention  just  now,  but  they  do  not 
present  any  insuperable  obstacle.  One  by 
one  they  will  be  conquered  and  put  out  of 
the  way.  But  there  will  still  remain  the 
problem  of  preventing  sideslip,  and  in  the 
light  of  to-day  all  that  can  be  hoped  for  is  an 
improvement  in  this  respect. 

A  factor  of  considerable  importance  in  the 
matter  is  the  placing  of  the  motor.  The 
popular  belief— and,  indeed,  the  natural  one^ 
is  that  if  the  motor  is  placed  low,  thereby  re- 
ducing the  centre  of  gravity,  the  stability  of 
the  machine  will  be  increased.  But  this  is  a 
contention  that  will  not  bear  a  very  close 
examination. 

It  will  readily  be  recalled  that  sidesUp 
never  became  an  issue  in  cycling  until  the 
safety  made  its  appearance.  The  old  high 
wheel,  with  its  rider  perched  'way  up  in 
the  air,  rarely  gave  trouble.  Its  tires  seemed 
to  bile  into  mud  and  grease  and  prevent 
slipping.  This  may  be  partly  accounted  for 
on  the  theory  that  the  big  wheel  was  rarely 
deflected  from  the  perpendicular  sufficiently 
to  bring  about  a  slip.  But  when  it  did  go— 
and  this  happened  occasionally— the  conse- 
quences were,  of  course,  more  serious  than 
with  the  safety,  owing  to  the  distance  the 
rider  fell. 

With  safeties  much  the  same  characteris- 
tics are  observable.  The  old  Giraffe  type 
Avas  remarkably  free  from  sideslip,  and  a 
machine  with  a  high  crank  hanger  partakes 
of  the  same  peculiarity.  The  popularity  of 
low  cranked  machines  is  due  to  their  carry- 
ing the  rider  close  to  the  ground,  where  he 
is  fairly  safe,  rather  than  to  any  improve- 
ment in  stability  arising  from  their  con- 
struction. 

These  lessons  have  been  pretty  well  di- 
gested by  motor  bicycle  designers.  They 
are  not  fond  of  placing  the  motor  low,  in 
spite  of  the  appearance  of  stability  which 
it  gives  in  the  average  mind.  Other  things 
being  equal,  they  prefer  to  place  it  above  the 
crank  hanger,  thereby  securing  all  the  ad- 
vantages that  are  to  be  had. 

While  something  is  accomplished  in  the 
desired  direction  by  raising  the  centre  of 
gravity,  there  is  room  for  much  more.  The 
most  likely  appearing  place  for  an  improve- 
ment is  the  tire.  It  is  the  offending  member 
on  the  comparatively  rare  occasions  when 
the  machine  slips,  and  a  non-slipping  tire 
that  is  also  a  commercial  article  would  prove 
a  winner. 


292 


THE  BICYCUNG  WORLD 


The  Story  of  the  Clach. 

Of  the  coaster-brakes  that  have  "come 
apace"  during  the  last  twelvemonth  there  is 
no  gainsaying  that  the  Cinch  has  gained  a 
position  well  to  the  fore,  and,  having  gained 
it,  is  being  pushed  with  that  energy  that 
assures  its  position. 

When  such  thorough  and  conscientious 
manufacturers  as  the  National  Cycle  Mfg. 
Co.  indorse  it  by  adopting  it  as  their  stand- 
ard, its  worth  and  repute  are  beyond  doubt- 
ing; this  has  just  come  about,  and  is  a  big 
plume  in  the  Riggs-Spencer  cap.  The  other 
maliers  who  have  recognized  the  claims  of 
the  Cinch  are  liliewise  impressive  in  num- 
bers and  in  quality,  and  give  it  a  standing 
that  none  can  ignore. 

The  1902  model,  shown  by  the  accompany- 
ing illustration,  demonstrates  that  the  Riggs- 
Spencer  Co.  have  been  up  betimes.  It  is 
much  simpler  in  construction  and  operation 
than  previous  models,  and  has  been  so  im- 
proved as  to  eliminate  any  undesirable  feat- 
ures. In  fact,  the  manufacturers  claim  that 
there  is  no  more  probability  of  trouble  with 
the  Cinch  coaster-brake  than  with  an  ordi- 
nary hub,  as  there  is  nothing  about  it  to 
get  out  of  order.  The  hub  is  small  and  of  an 
eye  pleasing  design  (patented),  .while  the 
makers  have  "cinched"  matters  by  making 
a  front  hub  to  match,  which  trims  up  a 
coaster-brake  model  to  perfection. 

The  Cinch  is  made  in  two  models— the 
Chainless,  for  the  Riggs-Spencer  chainless 
mechanism,  and  the  Standard  Chain,  which 
Is  furnished  with  sprockets  from  6  tooth  to 
16,  %-inch,  3-16-inch  and  %-inch,  chain  line 
IVa-inch,  1%-inch  and  1%-inch,  drilled  32,  36 
and  40  holes.  The  sprockets  are  eycloidal 
milled. 

The  operation  is  both  simple  and  effec- 
tive. In  driving  the  small  bearing  on  the 
sprocket  side  and  the  large  bearing  on  the 
left  side  of  the  hub  are  in  action.  The  drive 
sleeve  on  which  the  sprocket  is  mounted  is 
provided  with  a  coarse  screw  thread,  which 
is  shown  in  the  centre  of  the  hub.  On  this 
is  loosely  mounted  the  actuating  nut  pro- 
vided with  a  drive  shoe  loosely  mounted  on 
its  right  hand  end.  The  rotation  of  the 
sprocket  forward  draws  the  actuating  nut 
and  drive  shoe  in  contact  with  the  hub  shell, 
carrying  it  forward  so  long  as  the  sprocket 
continues  to  rotate.  This  provides  a  posi- 
tive drive  in  which  there  can  be  no  slip. 
When  the  feet  are  stopped  in  riding,  and  the 
sprocket  consequently  ceases  to  rotate,  the 
drive  automatically  releases,  through  no  ef- 
fort on  the  part  of  the  rider,  and  no  move- 
ment of  the  feet  backward  is  required.  The 
rotation  of  the  hub  shell  itself  is  sufficient  to 
throw  off  the  drive  contact,  and  the  hub  is 
perfectly  free,  providing  the  freest  possible 
coaster.  When  coasting  the  two  large  bear- 
ings are  in  action,  and  as  the  cones  and  cups, 
which  are  made  separate  from  the  hub  shell, 
are  carefully  ground  after  hardening,  the 
best  possible  results  are  obtained,  which  has 
earned  for  the  Cinch  the  catch  phrase,  "The 
one  that  coasts." 

The  braking  mechanism  Is  very  interest- 
ing.    The  makers  claim  it  to  be  IdeaL     It 


brakes  smoothly  and  regularly,  but  never 
with  a  sudden  stop,  nor  does  It  ever  stick 
when  applied.  A  dismount  may  be  made  on 
the  pedal,  and  as  soon  as  the  pressure  is 
removed  the  wheel  is  free  to  turn  in  either 
direction.  It  is  absolutely  noiseless  when 
the  brake  is  applied  under  any  conditions. 

A  slight  movement  of  the  pedal  backward 
turns  the.  sprocket  correspondingly  and  car- 
ries the  actuating  nut  to  the  left,  its  bevelled 
surface  coming  in  contact  with  the  corre- 
sponding bevelled  surface  of  the  brake  shoes, 
which  are  thus  forced  against  the  bevelled 
back  of  the  ball  cup.  The  brake  shoes  are 
three  in  number,  forming  a  braking  ring 
held  together  by  a  wire  spring.  The  contact 
above  described  provides  a  light  brake,  and 
a  slightly  greater  pressure  on  the  pedal  ex- 
pands this  braking  ring  by  means  of  the 
bevelled  surfaces,  until  the  brake  shoes  con- 
tact with  the  inner  surface  of  the  hub  shell, 
which  at  this  point  is  lined  with  brass,  easily 
replaceable,  to  take  the  friction,  and  con- 
tributing to  the  noiselessness  of  the  brake. 
Perfection  in  this  respect  is  attained  by  the 
fact  that  the  hub  shell  forms  a  reservoir 
which  retains  the  lubricant,  so  that  a  single 


it  merely  recedes  Into  the  brake  block,  thus 
permitting  the  brake  to  operate  freely  at  all 
times.  There  is  no  strain  on  these  teeth 
when  braking. 


application  is  sufficient  for  ordinary  riding 
during  a  season. 

Another  feature  of  the  brake  that  explains 
the  great  power  that  is  obtained  with  little 
effort,  even  when  the  braking  surfaces  are 
running  in  oil,  is  the  manner  In  which  the 
hub  brakes  itself.  The  brake  shoes  forming 
the  braking  ring  are  loosely  mounted  on  the 
brake  block,  which  piece  forms  the  left  cone 
and  is  held  from  turning  by  the  arm  secured 
to  the  frame  of  the  bicycle.  This  brake 
block  is  provided  with  three  lugs  which  fit 
in  corresponding  depressions  on  the  Inside  of 
the  brake  ring,  the  lugs  thus  preventing  the 
braking  ring  from  turning  when  performing 
its  function.  These  lugs  and  depressions  are 
of  such  shape  that  when  the  brake  shoes  are 
in  action,  the  tendency  being  for  them  to 
turn  with  it,  the  frictional  force  thus  created 
tends  to  draw  the  brake  shoes  up  the  in- 
clines of  the  lugs,  and  thus  greatly  increases 
the  braking  force. 

The  teeth  and  plunger  pin  on  the  actuating 
nut  and  brake  block  are  merely  for  the  pur- 
pose of  assisting  to  dog  the  actuating  nut 
over  into  frictional  contact  with  the  brake 
shoes  and  to  hold  it  in  position  when  brak- 
ing. This  device  is  not  an  essential  feature 
of  the  mechanism,  but  improves  the  braking 
action  and  makes  it  certain  at  all  times. 
The  combination  of  plunger  and  teeth  is  a 
great  improvement  over  the  earlier  form, 
which  consisted  of  teeth  on  both  pieces.  In 
the  new  construction,  should  the  plunger 
land  directly  on  the  point  of  one  of  the  teeth 


Has  An  Air  Jacket. 

An  unusual,  although  not  altogether  novel, 
method  of  cooling  a  motor  was  employed  on 
a  machine  exhibited  at  one  of  the  English 
shows.  The  cast-iron  cylinder  of  the  motor 
was  Incased  by  a  brass  jacket,  which  was 
provided  with  the  usual  radiating  ribs.  On 
the  inside  of  the  brass  jacket  two  opposite 
spiral  grooves  are  cut — that  is,  one  groove  is 
given  a  right-hand  twist,  the  other  a  left. 
In  the  centre  of  the  jacket,  facing  forward. 
Is  a  bell-mouthed  funnel,  which  communi- 
cates with  the  grooves.  It  is  stated  that 
these  spiral  grooves  communicate  with  the 
air  at  the  top  front  and  rear  base  of  the 
cylinder.  It  is  further  told  that  when  the 
machine  Is  In  motion  the  air  circulates  round 
the  cylinder  from  top  to  bottom  by  means  of 
the  spiral  grooves,  and  Issues  by  the  rear 
lower  opening  mentioned. 


Worki  by  Centrifugal  Force. 

Some  novel  features  are  embodied  in  a 
speed  indicator  which  an  English  inventor 
has  brought  out.  The  indicator  Is  fixed  In- 
side the  front  wheel,  revolving  in  it,  one  end 
being  attached  to  the  hub  and  the  other  to 
the  rim.  The  centrifugal  force  as  the  speed 
increases  gradually  carries  a  small  weight 
from  the  centre  of  the  wheel,  which  action 
unrolls  a  tape  off  one  on  to  another  roll. 
Silver  figures  printed  on  this  tape  show  the 
speed  in  miles  per  hour  to  the  rider  through 
an  aperture  in  the  case  between  the  two 
rolls.  It  Is  said  that  the  rapid  velocity  of 
the  wheel  does  not  affect  the  clearness  of  the 
figures,  and  the  rider  can  see  them  easily  at 
any  speed.  A  spring  constantly  holds  the 
weight  in  check,  so  that  it  always  assumes 
the  same  distance  from  the  centre  at  the 
same  speed. 

As  to  Hill  Climbing. 

It  is  said  that  the  shortest  way  up  a  hill 
is  the  easiest  way.  That  depends.  If  the 
hill  Is  well  within  the  rider's  power  the  con- 
tention Is  true.  But  if  he  labors  on  the  hill 
he  zigzags,  and  deems  his  labor  made  easier 
by  so  doing.  Similarly,  if  he  is  hard  pushed 
on  a  hill,  and  the  latter  curves,  he  Is  almost 
certain  to  take  the  outside  of  the  curve; 
while  if  he  has  a  little  "up  his  sleeve"  he  will 
take  the  shortest  cut  across  the  curve.  Per- 
haps he  does  not  lessen  his  task  by  adopting 
the  former  course,  but  he  thinks  he  does, 
and  that  is  pretty  nearly  the  same  thing. 


Skates  as  a  Sideline. 

As  a  winter  sideline  skates  have  always 
held  their  own,  and  doubtless  will  continue 
to  do  so— a  fact  that  makes  the  Fisher  tube 
skates,  manufactured  by  the  "good  old" 
Crosby  Co.,  Buffalo,  of  Interest  to  the  cycle 
trade.  Possessing,  among  other  things,  the 
merit  of  novelty  and  differing  from  others, 
the  Fisher  has  claims  that  cannot  but  appeal 
to  the  merchant  who  appreciates  and  knows 
how  to  make  the  most  of  such  virtues. 


THE  BICYCUNG  WORLD 


293 


PECULIARITIES  OF  EVOLUTION 


The  Curious  Conditions  Tliat  Have  Atten- 
ded Eacli  Change  of  the  Bicycle=Type. 


In  the  evolution  of  the  bicycle— which,  by 
the  way,  is  still  in  progress— one  curious 
feature  marked  each  of  the  principal  stages 
of  its  development. 

Reference  is  made  to  the  fact  that  while 
the  successive  changes  in  construction  were 
never  for  any  considerable  time  in  doubt,  the 
exact  manner  in  which  they  would  be  worked 
out  was  shrouded  in  mystery.  Designers 
and  makers  had  to  work  along  many  and 
widely  difEering  lines.  Could  any  one  at  the 
beginning  have  penetrated  the  cloud  that 
obscured  the  view,  instant  success  and  vast 
fortune  would  have  awaited  him.  But  the 
entire  cycling  world  shared  in  the  feeling 
of  uncertainty  that  prevailed.  It  might  be 
resolved  in  one  way,  but  was  quite  as  likely 
to  emerge  in  an  entirely  different  one. 

Even  when  it  was  clearly  recognized  that 
the  high  bicycle  was  doomed,  its  successor 
was  shrouded  in  the  mists  of  time.  In  the 
light  of  to-day  it  seems  almost  inexplicable 
that  trade  and  public  did  not  put  its  finger 
on  the  safety  and  say,  "This  is  it."  But  it 
was  only  after  the  Kangaroo  and  other  now 
almost  forgotten  types  had  been  worsted  in 
fair  battle  that  the  handwriting  on  the  wall 
was  perceived. 

It  was  the  same  when  the  tire  question 
assumed  overshadowing  proportions.  The 
solid  tire  had  been  tried  and  found  wanting, 
and  it  was  plainly  written  that  it  must  go. 
But  what  would  succeed  it?  Would  it  be 
the  cushion  or  the  pneumatic?  And  this  an- 
swered, the  next  question  was,  which  "type" 
When  the  scales  inclined  to  the  air  tire  it 
was  years  before  the  type  was  proclaimed  by 
popular  favor.  Even  now,  although  it  long 
since  settled  down  to  two  designs,  neither 
the  single  tube  nor  the  double  tube  can  be 
proclaimed  undisputed  victor. 

When  the  lesser,  but  still  highly  impor- 
tant, changes  that  have  written  their  his- 
tory on  the  cycling  page — the  "feather- 
weight," the  strong  and  light  bicycle,  the 
chainless,  the  cushion  or  spring  frame,  the 
coaster-brake— made  their  appearance,  one 
after  another,  the  same  uncertainty  pre- 
vailed. Confusion  reigned.  Multiplicity  of 
pattern  prevailed.  It  was  only  after  experi- 
ence with  the  different  types  was  had  that 
order  was  evolved  out  of  the  chaos. 

It  is  not  surprising,  therefore,  that  history 
should  repeat  itself  in  the  case  of  the  motor 
bicycle,  or  the  bicycle  with  motor  attached, 
whichever  may  turn  out  to  be  the  more  cor- 
rect way  of  putting  it. 

That  this  is  to  be  the  next  great  develop- 
ment of  the  bicycle  is  becoming  pretty  evi- 
dent. In  the  not  very  far  distant  future  bi- 
cycles will  be  divided  into  two  classes— one 
with  and  one  without  motors.  Which  will 
be  the  more  numerous  it  is  impossible  to  say. 
Speculation  would  be  futile,^  and  the  time  de- 
voted to  the  solution  of  the  mystery  time 


thrown  away.  Obvious  considerations  deter- 
mine the  retention  of  a  vast  number  ©f  ma- 
chines as  pedal-driven  bicycles  solely;  others, 
almost  equally  cogent,  render  it  fairly  cer- 
tain that  another,  and  even  more  undeter- 
minate,  number  will  be  used  in  connection 
with  motors. 

Each  successive  improvement  of  the  bi- 
cycle has  but  whetted  the  appetite  of  riders 
for  more.  The  feature  that  may  be  hailed  as 
completing  the  task  of  making  the  perfect 
bicycle  lasts  only  for  a  brief  season.  The 
novelty  wears  off  sooner  or  later,  and  an- 
other step  must  be  taken.  The  bicycle  of 
to-day  has  become  an  oft  told  tale.  Some- 
thing new— some  striking,  even  revolution- 
ary, departure  in  design  or  construction — is 
demanded  by  a  very  large  number  of  cyclists, 
past  and  present. 

The  motor  bicycle  fills  this  want  almost 


Morgan  *WrightTires 
are  good  tires 


ONLY     WAY    TO    CURE 
SOME    LEAKY    TIRES     IS 
TO     PUT     INNER    TUBES    IN 
THEM,   THUS    MAKING 
THEM    DOUBLE -TUBE    TIRES 


Morgan  iWRiGHT 


New  York  Branch:    214-216  West  ♦7th  Street 

ideally.  But  the  question  for  the  future  to 
settle  is  whether  the  motor  or  the  bicycle 
siiall  be  subordinated.  Shall  the  bicycle  be 
a  bicycle  still,  having  a  motor  attachment 
that  can  be  "switched  on"  as  occasion  re- 
quires— as  when  climbing  a  hill  or  "bucking" 
a  head  wind— or  shall  the  art  of  pedalling 
fall  into  "innocuous  desuetude,"  the  bicycle 
become  a  form  of  carriage  and  the  cyclist 
merely  a  passenger? 

There  is  much  to  be  said  on  both  sides. 

The  bicycle  won  its  principal  triumphs  be- 
cause it  was  light,  simple  and  noiseless.  By 
tacking  on  to  it  a  motor  every  one  of  these 
advantages  is  foregone. 

It  is  very  evident,  therefore,  that  there 
will  always  be  a  place  for  the  pedal  driven 
bicycle,  and  no  matter  how  much  the  motor 
is  improved,  brought  down  in  weight,  cheap- 
ened in  cost,  it  cannot  invade  this  field. 

It  remains  to  be  seen,  then,  whether  in  the 
motor  bicycle  of  the  future  the  attempt  will 
be  made  to  obtain  the  advantages  of  the 
motor  without  entirely  relinquishing  those  of 
the  present  bicycle. 

All  signs  point  to  the  belief  that  there  will 
be  such   an  attempt  made.     It  is   already 


plain  that  the  linking  of  a  very  heavy  motor 
and  the  bicycle  will  not  be  successfuL  At  a 
weight  of  100  pounds  and  upward  the  bi- 
cycle is  not  a  commercial  proposition,  in  the 
sense  that  it  can  obtain  any  large  sale,  and 
every  effort  is  being  devoted  to  the  lighten- 
ing of  the  combination  of  motor  and  bicycle. 

No  important  attribute  of  the  motor  can 
be  sacrificed  in  so  doing,  of  course.  It  must 
do  its  work,  and  do  it  well,  else  it  will  stand 
confessed  a  failure,  no  matter  how  pleasing 
its  appearance  or  light  its  weight. 

But  everything  that  can  be  done  in  the 
direction  of  simplifying  the  motor,  improv- 
ing its  looks  and  assimilating  it  with  the 
bicycle,  will  help  its  sale  and  make  it  a 
more  pronounced  success.  The  connection 
between  the  bicycle  and  the  motor  is  an  In- 
timate one,  and  the  public  will  not  long  tol- 
erate a  machine  in  which  the  motor  Is 
"stuck  on"  with  small  attempt  made  to 
establish  a  connection  between  the  two  and 
to  harmonize  their  points  of  difference. 

In  short,  the  first  consideration  in  a  motor 
bicycle  is  that  the  motor  shall  work;  the 
second  is  that  the  blending  of  the  motor  and 
the  cycle  shall  be  as  complete  as  it  Is  pos- 
sible to  make  it. 


With  Use  Comes  Ease  of  Hind. 

When  a  rider  first  begins  to  use  a  coaster- 
brake  machine  he  is  apt  to  be  nervous  about 
the  reliability  of  the  brake.  The  thought  of 
what  would  happen  if  he  should  have  urgent 
need  of  the  brake,  and  it  would  not  work  at 
the  crucial  moment,  fills  his  mind. 

As  a  result,  he  makes  frequent  trial  of 
the  brake,  especially  upon  approaching  a 
steep  hill,  to  satisfy  himself  that  it  is  in 
good  order.  He  may  keep  this  up  for  weeks 
or  even  months,  but  in  the  course  of  time 
he  becomes  reassured  and  forgets  all  about  it. 

If  he  should  ever  find  the  brake  wanting, 
if  there  should  ever  be  a  failure  to  "bite" 
when  the  back-pedalling  pressure  is  applied, 
he  would  become  more  nervous  than  ever; 
and  a  few  such  occurrences  from  time  to 
time  would  effectually  prevent  his  giving 
way  to  a  feeling  of  security.  But  the  fact 
is  that  such  a  thing  rarely  occurs.  The 
brake  does  act,  and  after  a  rider  has  learned 
this  by  making  the  test  on  a  few  hundred 
different  occasions  he  becomes  quite  reas- 
sured. 

Indeed,  with  many  coaster-brakes  the 
rider  has  more  braking  power  than  he  needs 
or  quickly  learns  how  to  handle.  His  great- 
est difliculty  is  to  learn  to  graduate  his  press- 
ure, and  thus  avoid  stopping  too  suddenly. 

He  must  have  some  regard  for  his  tires  as 
well  as  for  the  frame  of  the  machine,  both 
of  which  would  be  endangered  by  bringing 
the  cycle  to  an  abrupt  stop  by  locking  the 
wheel  and  skidding  the  tire. 


Given  by  Hartford. 

The  Hartford  Rubber  Works  Co.  is  distrib- 
uting a  4x2%  inch  vest  pocket  memorandum 
book.  It  has  an  imitation  leatner  coyer,  and 
in  appearance  and  quality  Is, of  the  sort  to  be 
expected  of  such  a  concern. 


294 


THE  BICYCLING  WORLD 


SINGLE  TUBE  TIRES. 

The  tire  purchasing  public  is  hereby  notified  that  the  United 

States  Circuit  Court  of  Appeals  which  is  the  Court 

of  Last  Resort  has  decided  that  the 

Tillinghast  Tire 
Patent  is  Valid. 


OUR  ACTIVE  LICENSEES  ARE: 


Hartford  Rubber  Works  Co. 
Diamond  Rubber  Co. 
Goodyear  Tire  &.  Rubber  Co. 
International  Automobile  &  Vehicle 

Tire  Co. 
Boston  Woven  Hose  &  Rubber  Co. 


B.  F.  Goodrich  Co. 
India  Rubber  Co. 
Pennsylvania  Rubber  Co. 
Fisk  Rubber  Co. 

Indiana  Rubber  &  Insulated  Wire 
Co. 


Single  Tube  Tires  for  Bicycles,  Automobiles  and  other 
Vehicles  made  by  other  than  licensees  are 

INFRINGEMENTS 

AND  THE  TRADE  IS  WARNED  NOT  TO  DEAL 

IN  OR  USE  THEM. 


This  Company  Will  Fully  Enforce  Its  Rights. 


SINGLE  TUBE  AUTOMOBILE  %  BICYCLE  TIRE  CO. 


■A. 


I 


1 


AitemeM 


1  1  //         1  \}  I  I      \  Jlufomobilei 

ysKJYXAJ  in^sL 


WILL  SURELY 
INTEREST  YOE 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of      mechanical 
terms    is    needed  to 
understand    it. 

PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUILDING, 

NEW  YORK  CITY. 


$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPU  COPT  Olf  APPLICATIffil, 


THE  BICYCLING  WORLD 

California  Contributes  Bar. 

California,  which  has  figured  little  in  cycl- 
ing invention  and  manufacture,  has  just 
come  to  tlie  fore  with  the  reversible  exten- 
sion handlebar,  shown  by  the  accompanying 
illustrations.  It  is  the  origination  of  J.  W. 
Leavitt,  of  the  well  known  jobbing  firm  of 


296 


Leavitt  &  Bill,  San  Francisco,  and  is  being 
marketed  by  the  California  Handle  Bar  Co., 
of  307  Larkin  street,  that  city. 

The  feature  of  the  bar  is  that  it  may  be 
changed  from  the  raised  to  the  drop  position 


or  reverse  without  removing  a  grip.  The 
center  of  the  bar  top  is  two  and  three- 
fourths  inches  long,  turned  from  bar  steel; 
to  this  the  tubing  of  the  bar  is  brazed.  This 
method    of   construction    makes    a   bar    top 


with  a  very  strong,  reinforced  center',  mak- 
ing it  practically  unbreakable. 

The  forward  extension  stem  is  a  di'op  forg- 
ing milled  to  fit  the  bar  center  closely  for 
half  of  its  circumference,  so  that  the  bar-  top 
is  easily  held  rigidly  to  the  stem  by  the 
screw  through  the  bar  center. 

INDIANA  CHAINS 

EASIEST  RUNNING.     CONSEQUENTLY  BEST. 


EVERY  LINK  IS  RIGHT. 
PRICE  IS  RIGHT. 


Send  26  cents  for  Fob.    $1,80  per  dozen. 

INDIANA  CHAIN  CO.,    Indianapolis,  Ind. 

Bkandbnburg  Bros.  &  WallaCb,  Salesmen. 
New  York— ChlcHO" 


That 
New  Year  Sentiment: 

"Ring  OUtthe  false;  Ring  in  the  tm," 


may   possibly  carry  with 

it   suggestions    of 

bicycle  bells. 

IN  THAI    EVENT 


B 


EVIN 
ELLS 


cannot  but  occur  to  you. 


I  Representing 

the  ripe  experience  of 

70  YEARS 

in  bell  manufacture,  they 
are  as  true  as  skill  and 
consciencious  and 
unceasing   en- 
deavor can  make  them. 

IF  YOU  DESIRE 

The  True  in  Bicycle  Belis 

we  certainly  should 
hear  from  you. 


BEVIN  BROS.  MFG.  CO., 

EASTHAMPTON,  CONN. 

Business  founded   1832. 


296 


THE  BICYCUNG  WORLD 


When  Roads  are  Frozen. 

If  a  rider  is  not  too  solicitous  about  his 
tires  he  need  not  be  afraid  of  frozen  roads, 
even  if  there  is  snow  on  them,  provided  the 
latter  is  paclced  down  by  travel.  Loose  or 
melting  snow  is,  of  course,  too  much  for 
even  the  lieenest  winter  rider  to  malie  much 
headway  against,  and  it  is  the  part  of  wis- 
dom to  recognize  this  and  give  up  the  at- 
tempt to  ride  through  it.  But  on  ice  the 
pneumatic  tire  takes  a  good  hold,  and  the 
rider  has  no  trouble  in  steering  or  maintain- 


ing his  equilibrium.  Over  well  packed  snow, 
too,  he  will  be  able  to  glide  without  much 
difficulty;  of  course,  the  machine  will  run  a 
little  harder  than  on  a  snow  free  road,  but 
the  difference  is  not  sufficiently  great  to  spoil 
the  pleasure. 


Cyclists  who  do  much  winter  riding  know 
just  how  to  dress,  and  consequently  they 
rarely  suffer  from  the  cold.  The  most  im- 
portant thing  is  to  keep  the  hands  and  feet 
well  protected.  If  that  is  done  there  will  be 
little  trouble  about  the  remainder  of  the 
body. 


One  Source  of  Tire  Trouble. 

There  is  no  quicker  way  of  raining  a  tire 
than  to  let  the  rear  wheel  get  out  of  true  or 
be  put  in  the  frame  slightly  askew.  The 
small  tires  now  used  give  a  little  more  clear- 
ance in  the  forks  than  formerly,  but  even 
yet  with  some  machines  there  is  none  to 
spare,  and  if  the  wheel  does  not  run  in  the 
centre  there  is  danger  of  the  tire  rubbing. 
It  does  not  take  very  much  of  this  to  expose 
the  fabric,  and  then  the  wet  gets  to  it  and 
soon  rots  it 


«• 


The  Big  ehief  of  the  Hendee  Tribe" 

That  about  describes  the  position 
of  the 

Indian  Motor  Bicycle 

as  it  is  but  the  leader  of  our  line.  We  have  other  Indians 
— pedal-propelled  Indians  at  $25.00,  $30.00  and  $35.00 
and  like  the  "  Big  Chief,"  they  are  of  the  kind  that  make 
easy  the  capture  of  customers. 

If  you  desire  to 

Make  the  Scalp  Locks  Stand 

on    the   heads   of   your   rivals,   the   Indian    Agency  will 
help  you  do  it. 

HENDEE  MHNUFfleTURING  eOMPHNY,  Springfield,  Mass. 


Jobbers,  Be  Wise! 


Handle  these 
Qoods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


PENNSYLVAMA  RUBBER  CO. 
ERIE.    PA. 


Don't  close 
until  you 
-      consider 
1    our  entire 
line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK  CHICAQO  BOSTON 

BUFFALO  PHILADELPHIA 


® 


THE  MOST  DESIRABLEAGENGIES  FOR  1902 


ARE    THE 


Wolff-American 


and 

T 


Regal 


We   are   closing    contracts    rapidly.      How 

about  your  section  ?     Better  write  us 

for  catalogue  and  proposition. 

Immediate  delivery. 


->•-«— ^ 


Stearns  Bicycle  Agency, 

General  Distributors, 
SYRACUSE,  N.  Y.,   U.S.A. 


THE  BICYCUNG  WORLD 


297 


The  Week's  Patents. 

688,838.  Motor  Vehicle.  Farnum  F.  Dor- 
eey,  Winchester,  Mass.  Filed  March  19, 1901. 
Serial  No.  51,838.    (No  model.) 

Claim.— 1.  In  a  motor  vehicle,  the  com- 
bination of  the  vehicle;  a  motor  provided 
with  trunnions  jourualled  in  the  upper  ends 
of  supporting  arms,  the  lower  ends  of  said 
arms  being  secured  to  the  axle  of  one  of 
the  wheels  of  said  vehicle;  said  axle;  said 
supporting  arms;  a  friction  wheel  on  the 
shaft  of  said  motor;  a  wheel  of  said  vehicle; 
and  mechanism  for  rotating  said  motor  on 
its  trunnions  to  throw  said  motor  friction 
wheel  Into  and  out  of  contact  with  said 
motor  vehicle  wheeL 

688,979.  Bicycle  Driving  Mechanism. 
Charles  P.  Wold,  Brooklyn,  N.  Y.  Filed 
May  9,  1901.    Serial  No.  59,490.    (No  model.) 

Claim.— 1.  In  a  vehicle,  the  combination 
with  a  main  driving  gear  and  connec- 
tions for  transmitting  motion  from  the 
said  driving  gear  to  the  wheels  of  the  ve- 
hicle, of  a  steering  post  tube,  a  fork  attached 
thereto,  and  a  stationary  shaft  mounted  in 
said  fork,  a  secondary  driving  gear  mounted 
on  said  shaft  to  rotate,  means  for  transmit- 
ting motion  from  said  secondary  driving  gear 
to  the  main  driving  gear,  independently  act- 
ing, revoluble,  tubular  shafts  incasing  the 
stationary  shaft,  on  each  side  of  the  second- 
ary gear,  clutching  disks  mounted  upon  said 
tubular  shafts,  contiguous  to  the  opposite 
faces  of  the  secondary  gear,  means  for  mov- 
ing said  disks  longitudinally  upon  the  tubu- 
lar shafts  and  into  engagement  with  the 
faces  of  the  secondary  gear,  upon  the  rocking 
of  the  said  tubular  shafts,  and  vertically 
movable  handle  bars  attached  to  said  shafts 
and  adapted  to  rock  the  same  and  thereby  to 
continuously  rotate  the  secondary  driving 
gear,  substantially  as  described. 

689,050.  Propelling  Mechanism.  Stephen 
D.  Hobson,  Stafford,  Kan.  Filed  July  25, 
1901.    (No  model.) 

Claim. — 1.  The  combination  with  a  driv- 
ing shaft  having  an  eccentric  mounted  there- 
on, of  a  driven  shaft,  an  eccentric  on  said 
driven  shaft,  straps  arranged  on  said  ec- 
centric, upper  and  lower  connecting  rods, 
connected  intermediate  of  their  length  and 
secured  rigidly  to  said  eccentric  strap,  a 
supporting  lever  pivoted  to  a  fixed  point, 
and  a  pivotal  connection  between  the  lower 


end  of  said  lever  and  one  of  said  connecting 
rods  to  permit  free  swinging  and  rocking 
movement  of  said  connecting  rods. 

689,121.  Tire  Repairing  Tool.  Benjamin 
J,  Piquet,  Woodbury,  N.  Y.  Filed  May  24. 
1901.    Serial  No.  61,722.    (No  model.) 

Claim.— 1.  A  tire  repairing  tool,  comprls- 
ilng  a  frame,  and  a  pair  of  jaws,  one  of 
which  is  arranged  to  slide  on  the  frame,  the 
other  being  mounted  to  swing  on  the  frame 
to  fnd  from  the  sliding  jaw. 

689,202.  Bicycle  Alarm  Whistle.  Louis  L. 
La  Mere,  Mosinee,  Wis.  Filed  April  13,  1901. 
Serial  No.  55,695.    (No  model.) 

Claim.— 1.  In  a  bicycle  alarm,  the  combi- 
nation of  a  casing,  a  shaft  journalled  therein, 
a  fan  loosely  held  upon  the  said  shaft  and 
having  its  hub  provided  with  a  pinion  that 
is  adapted  for  engagement  by  a  gear  wheel 
carried  on  a  second  shaft  journalled  on  the 
outside  of  the  casing,  a  pinion  formed  in- 
tegral with  the  gear  wheel  and  adapted  for 
engagement  with  a  gear  wheel  fixedly  held 
upon  the  fan  shaft,  and  means  carried  by 
the  said  fan  shaft  for  imparting  motion  to 
the  fan  through  the  medium  of  the  gear 
wheels  and  pinions,  substantially  as  shown 
and  described. 

689,217.  Bicycle  Attachment.  Verne  T. 
Palmer,  Tuscarora,  N.  Y,  Filed  Feb.  9,  1901. 
Serial  No.  46,710.    (No  model.) 

Claim. — 1.  The  combination  of  a  main 
handle  bar  stem  formed  with  a  forwardly 
extending  lug,  a  U-shaped  inverted  clamp,  a 
clamping  screw  whereby  the  inverted  clamp 
is  connected  with  the  forwardly  extending 
lug,  an  auxiliary  stem  adjustable  longitudi- 
nally of  the  machine  in  the  inverted  clamp 
over  the  end  of  the  main  handle  bar  stem, 
parallel  with  the  reach  of  the  machine  and 
having  a  clamping  strip  at  its  forward  end, 
and  a  handle  bar  adjastably  secured  to  the 
auxiliary  stem  by  means  of  the  clamping 
strip. 

689,303.  Bicycle  Propulsion.  Sam  N.  Hall, 
Hollygrove,  Ark.,  assignor  of  one-half  to 
Rudolph  Abramson,  Hollygrove,  Ark.  Filed 
Aug.  20,  1901.    Serial  No.  72,688.    (No  model.) 

Claim.— 1.  A  propulsion  mechanism  for 
bicycles  comprising  a  train  of  oppositely 
operable  gears  associated  with  the  axle  of 
the  front  wheel,  oppositely  operable  gears 
carried  by  the  handle  bars,  and  connections 


between  the  wheel  gearing  and  handle  bar 
gearing,  whereby  upon  the  handle  bars  being 
moved  simultaneously  through  upward  and 
downward  arcs,  at  right  angli>s.to  the  front 
wheel,  the  latter  will  be  positively  driven  on 
both  movements  of  the  handle  bars. 


Ballast  in  Business. 

Many  good  qualities  go  to  the  insuring  of 
a  genuine  success;  a  strong,  hopeful  heart, 
industry,  patience,  perseverance,  a  largeness 
of  aim  and  view,  tenacity  of  purpose,  power 
to  control  the  tongue,  swift  precision  of 
mental  sight,  a  clear  view  into  the  future, 
reticence  concerning  plans,  the  submission 
of  the  body  to  the  will,  and,  as  a  prime 
factor,  that  peculiar  virtue  which,  for  want 
of  a  specific  name,  may  be  called  "ballast." 
Ballast  is  really  many  virtues,  in  nice  pro- 
portion. It  is  to  know  ourselves,  our  posi- 
tion and  the  power  we  possess  for  any  task 
to  be  done.  It  is  the  making  for  a  desired 
point,  with  the  steadiness  of  a  locomotive, 
and  as  directly  as  a  crow  flies.  If  we  accuse 
a  person  of  wanting  "ballast,"  we  think  of 
him  blown  about  by  every  wind  of  circum- 
stances, and  of  wavering  among  a  variety  of 
ends.  This  .is  the  great  commercial  sin. 
No  one  in  the  business  world  is  held  more 
cheaply  than  the  man  without  ballast.  He 
is  like  a  ship,  leaving  port  with  colors  flying, 
and  not  a  pound  of  ballast  in  her  hold. — Ex. 


To  Do  One's  Best  Worl£. 

"To  do  your  best  work  with  your  hands 
you  must  have  your  heart  not  to  exceed  an 
arm's  length  from  your  hand. 

"In  my  youth  I  often  hoed  corn  with  my 
hand,  while  my  heart  was  two  and  a  half 
miles  away,  fishing.  I  never  did  a  record- 
breaking  day's  work  under  those  circum- 
stances," observes  a  philosopher. 

"You  never  can  accomplish  much  with 
your  head  if  your  heart  is  not  pattering 
pretty  close  to  your  head. 

"Men  have  gone  through  the  world  work- 
ing on  lines  they  did  not  like,  but  they  never 
cut  a  swath  wide  enough  for  an  average 
goose  trail.  You  never  read  about  these  men 
in  the  historical  libraries  unless  you  happen 
to  pick  up  the  census  reports.  They  figure 
in  the  totals  of  population." 


The  Onlv  Men  in  the  Six  Days'  Race 

who  did  not  experience  saddle  soreness,  or  who 
did    not    have    to    "  tinker "  with    their    saddles, 

WERE  THE  MEN  WHO  USED  OAK  SADDLES. 

Maya  and  Wilson  used  OAKS  throughout  the  contest  and  say  they  never  before  had  such  saddle  satisfaction.     The 

saddles  did  not  stretch  or  sag  a  particle,  and  while  other  riders  had  to  tie  the  jockeys 

or  flaps  together  or  held  them  down  by  other  means, 

THE    OAK    HELD    ITS    SHAPE. 


Tests 

Tell. 


Tests 
Tell. 


THE    KING    OF    ALL    SADDLES 


NEWARK  CYCLE  SPECIALTY  COMPANY,  Newark,  N.  J. 


298 


THE  BICYCUNG  WORLD 


CHAMPION  HUBS 

Write  for  Comoiete  Descrtptloa  and  Prices. 


^...1 


LIGHT   WKIGHT   RACING   MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHOE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  rSS,^r  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Prictionless 
Rocker  Joints.  Insist  on  having  the 
Morse  Twin  Roller.  Fits  regular 
sprockets. 

Send  for  Catalosrue  and 
Trade  Price  to 

Morse  Chain  Co.,  Inimansburff,  N.  Y. 


Where  Motor  Bicycles  atre  Scoring. 

The  motor  bicycle  is  "catching  on"  in  un- 
expected places,  in  the  gold  fields  of  Aus- 
ti'alia,  for  instance.  A  correspondent  at 
Perth  writes  that  there  are  a  number  of 
them  in  use,  and  more  coming.  The  towns 
are  far  apart  and  water  is  scarce,  making 
the  speed  and  economy  of  the  motor  bicycle 
features  that  are  lieenly  appreciated. 

WANTS  AND  FOR  SALE. 

1 5  cents  per  line  of  seven  words,  cash  with  order. 

AA/^ANTED — Everyone  interested  in  motor  bi- 
cycles to  purchase  "Motocycles  and  How  to 
Manage  Them."  Contains  126  pages  bristling 
with  information.  Ji-oo  per  copy.  For  sale  by 
The  Goodman  Co.,  154  Nassau  St.,  New  York  City. 

IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  bars  and  extensions  tor  1902  and 
you  will  be  agreeably  surprised.  Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


Century  Cycles 

couldn't  be  better. 

MILWAUKEE  CYCLE  CO.,    Milwaukee,  Wis. 


SOLAR  LAMPS 

ALWAYS   SATISFY. 

Badger  Brass  iVIfg.  Co.,  Kenosha,  Wis. 


NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  MFO.  CO., 
Buffalo,  N.  Y. 


ITAND  AND  FOOT  PUMPS, 

Oilers,  Repair  Tools, 
Valves,  Name-plate5,  etc. 

Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
Depots:  sio  Lake  St.,  Chicago. 

431  Broome  St.,  New  York 

►♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦♦; ; 


u 


PERFECT 


»» 


OILER. 


For  High  Grade  Bicycles.  The  best  aud  neatest  Oiler  in  the 
market.  DOES  NOT  LEAK.  The  "PERFECT"  is  the 
only  Oiler  that  regulates  the  supply  of  oil  to  a  drop.  It  is  ab- 
solutely unequaled.    Price,  25  cetns  each. 

We  make  cheaper  oilers,  also. 

CUSHMAN  &  DENISON,  Mfrs.,  240-242  W.  23d  St.,  NEW  YORK. 


THE  MAGIC         ) 

(/^COMPLETE   RE  PAIR  TOOL  FOR  all' 
S  SINGLE  TUBE   TIRES.  h 


HAS  AP0INT0NLY>f6lN.  DIAMETER. 
THE  MAQIC  is  as  good  as  ever.    But  prices  are  dif- 
ferent.     Qet  our  new  quotations  for   1902  and   you 
will  be  right  In  it.      You  will  find  it  well  worth  the 
trouble. 
THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEE  ST.,  CHICAGO,  ILL 

<'D.  &  J."  HANGERS 

FOR 

Single, 

Tandem, 

Triplet, 

ABSoLUTELr  THE  BEST    Quad  and 
Motor  Cycles. 

Lightest,  Nearest  Dust  P(Oof,  and 
Easiest  Running  Hanger  in  tlie  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


Sterling  Continuous  Ringing  Chime. 


NON-WINDINQ. 


SinPLE,     con  PACT, 
DURABLE 


EVERY  BELL  GUARANTEED. 


FOR  SALE  BY  THE  WHOLESALE  HARDWARE  AND 
SPORTINQ  QOODS  DEALERS. 


NON=REVOLVINO. 

Clear,  Loud,  Penetrating 
Alarm. 


Sole 


IN.     IN.     niLrLf     DlvA^i?     C'U.«     Manutacturen 
EAST  HAMPTON,  CONN. 


SALESROOMS: 


( PATENT  PENDING.) 


84>86  Chambers  St.,  NBW/^ 
45  Pearl  St.,  BOSTON.       ' 


The  Bicycling  World 


AND  MOTOCYCLE  REVIEW.     ^^^^ 


In  which  is  incofporated  **  The  Vheel  and  Cycling  Trade  Review  **  and  the  **  American  CycUrt." 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  January  2,  1902. 


No.   I4 


COL.  COCKLEY  DEAD 


Founder  of  America's  Steel  Tube  Industry 
Passes  Away  at  Scene  of  his  Triumph. 


Colonel  D.  L.  Cockley,  long  identified  with 
Che  bicycle  trade  as  the  organizer  of  the  Shel- 
by Steel  Tube  Co.,  died  at  his  home  in 
Shelby,  Ohio,  on  Friday  last.  His  passing 
recalls  the  leading  part  he  played  in  the  de- 
velopment of  the  cycle  trade — a  part  un- 
familiar to  the  newer  comers  in  the  industry. 

Previous  to  1891  all  seamless  tubing  used 
in  cycle  construction  was  imported,  and  the 
secrets  of  its  manufacture  were  supposed  to 
be  locked  in  foreign  breasts.  It  was  only 
throiigh  constant  effort  and  the  investment 
of  thousands  of  dollars  that  Colonel  Cockley 
succeeded  in  getting  others  to  share  his  faith 
in  American  ability  and  in  placing  on  the 
market  American  made  tubing  fully  equal 
and  even  superior  to  the  imported  article. 

In  1893  Mr.  Cockley  disposed  of  a  large 
amount  of  the  stock  in  the  Shelby  Co.  to 
Colonel  Albert  A.  Pope;  later  W.  E.  Miller, 
of  Elyria,  Ohio,  also  purchased  an  interest  in 
the  company,  and  started  the  enlargement 
of  the  plant,  which  is  to-day  the  largest 
producer  of  steel  tubing  in  the  world.  One 
year  it  paid  a  dividend  of  105  per  cent.  A 
few  years  later  Colonel  Cockley  disposed  of 
his  entire  holdings  in  the  company  to  the 
Miller  interests. 

For  the  last  few  years  Colonel  Cockley 
had  practically  retired  from  business,  but 
recently  he  had  purchased  an  interest  in  the 
Beardsley  &  Hubbs  Mfg.  Co.,  Mansfield, 
Ohio,  manufacturers  of  automobiles,  and  re- 
moved the  plant  to  Shelby  and  became  presi- 
dent of  the  company. 

Colonel  Cockley  was  prominent  in  Ohio 
politics,  and  had  served  on  the  staff  of  Gov- 
ernor Bushnell. 


Will  Add  $500,000. 

Hibbard,  Spencer,  Bartlett  &  Co.,  Chicago's 
big  jobbers,  have  decided  to  increase  their 
capital  stock  from  $500,000,  its  present 
amount,  to  $1,000,000.  The  increase  is  to 
meet  the  expense  of  extensions  and  improve- 
ments which  they  are  to  make  in  building 
new  warehouses. 


Big  Profit  in  Bowden  Brake. 

About  the  best  evidence  that  can  be  ad- 
duced to  show  the  extent  of  the  demand  for 
brakes  among  British  riders  is  the  phenome- 
nal success  of  the  Bowden  Brake  Co.  This 
concern  started  out  to  market  a  rim  brake 
operated  by  a  twisted  wire.  It  has  been 
extending  its  operations,  and  now  it  applies 
its  wire  to  the  operation  of  other  things  be- 
sides brakes— .motor  valves,  etc. — and  is 
about  to  manufacture  a  free  wheel  clutch. 

The  present  company  was  formed  last 
April,  with  a  capital  of  $200,000.  Its  report 
shows  that  it  has  earned  since  that  time 
$65,000,  in  addition  to  $22,500  earned  prior 
to  April.  Out  of  these  very  substantial 
profits  it  has  paid  a  dividend  of  20  per  cent, 
a  bonus  of  62  cents  on  every  share  of  stock, 
placed  $20,000  to  the  reserve  fund  and  car- 
ried forward  $6,000. 

It  was  stated  at  the  meeting  that  there 
was  every  prospect  of  a  largely  increased 
business  for  1902. 


KEHEW  SPEAKS  UP 


Cycle  Age  in  Trouble. 

Under  date  of  December  30th  The  Cycle 
Age  Co.,  Chicago,  has  announced  its  discon- 
tinuance, adding  that  "such  steps  will  be 
taken  as  is  necessary  to  wind  up  its  affairs." 
The  further  statement  is  made  that  "an 
agreement  has  been  entered  into  with  its 
fcriuer  editor  to  carry  out  its  contracts 
^>.•ith  subscribers  and  advertisers." 


Pennsylvanias  Abroad. 

As  the  result  of  a  visit  to  this  country,  R. 
M.  Howison,  former  manager  of  Single  Tube 
Tires,  Ltd.,  London,  has  established  himself 
in  that  city  on  his  own  account.  He  has 
taken  on  the  sole  agency  for  the  Pennsylva- 
nia Rubber  Co.'s  goods. 


End  of  a  '«  Never- Was.  " 

It  is  reported  that  the  Stanton  Mfg.  Co., 
of  Waltham,  Mass.,  has  made  an  asignment. 
The  concern  had  a  two-spped  gear  which  was 
to  work  wonders,  but  nothing  came  of  it. 
Recently,  it  embarked  on  the  automobile  sea, 
but  never  got  far  from  shore. 


Not  yet  Decided. 

Brown  &  Wales,  Boston,  state  that  the  re- 
port that  they  would  discontinue  their  cycle 
jobbing  department  was  premature;  they 
write  that  "up  to  the  present  time  we  have 
not  decided  to  do  so." 


"  All  Lies,  "  Says  the  Boston  Jobber  About 
Reports  Charging  him  with  Duplicity. 


In  September  last,  when  George  F. 
Kehew  disposed  of  the  United  Supply  Co., 
Boston,  to  the  Equitable  Distributing  Co.— 
the  New  England  retail  pool— surprise  was 
general  and  tongues  wagged. 

In  October  when  Kehew  re-established  the 
United  Supply  Co.,  it  proved  another  surprise 
and  renewed  the  tongue  wagging. 

Between  the  surprises  and  since  Kehew's 
position  has  been  an  uncomfortable  one.  He 
has  been  an  object  of  suspicion  on  all  sides 
and  has  been  handled  both  with  and  without 
gloves,  as  occasion  required.  From  some- 
where the  idea  got  abroad  that  the  re-estab- 
lished United  Supply  Co.  was  but  a  spy,  an 
intermediary,  or  a  stalking  horse  for  the  re- 
tail pool;  the  idea  spread  rapidly  and  found 
general  belief. 

Kehew  has  finally  broken  silence  and  in  a 
lengthy  letter  to  the  Bicycling  World  brands 
all  such  statements  and  allegations  as  "de- 
liberate lies  which  have  originated  from  not 
more  than  two  sources."  He  "absolutely  de- 
nies any  connection,  past,  present  or  future, 
with  the  Equitable  Distributing  Co."  and  as 
he  "has  never  violated  a  confidence,  he  con- 
siders that  these  statements  are  worthy  of 
belief." 

He  adds  that  since  October  1st,  the  United 
Supply  Co.  have  not  purchased  $25  worth 
of  goods,  all  of  which  they  themselves  used, 
and  that  after  January  1st  they  will  locate 
at  No.  190  High  street,  Boston,  and  do  busi- 
ness as  they  did  it  before  the  unpleasant 
rumors  placed  him  in  a  compromising  posi- 
tion. 


England's  Healthy  Export  Trade. 

While  the  United  States  enjoyed  three 
months  of  increased  cycle  exports  during 
1901,  Great  Britain's  gains  have  been  con- 
stant since  xMay  last,  November,  usually  an 
"off"  month,  having  proved  one  of  the  best 
months  of  the  year.  The  total  shipments 
during  the  m'onth  attained  a  value  of  £55,662, 
as  against  £45,657  during  November,  1900. 
Australia  and  New  Zealand  are  largely  re- 
sponsible for  the  increase. 


3J.0 


THE  BICYCLING  WORLD 


CONVERTING  A  SCEPTIC 


Typical  Example  of  the  Effects  of  Personal 
Experience  With  Motor  Bicycles. 


Bearing  on  the  suggestion  advanced  In  last 
week's  Bicycling  World  pointing  out  how 
dealers  can  "manufacture  customers"  during 
the  winter  by  jacliing  up  a  motor  bicycle  and 
instructing  their  townspeople  how  to  operate 
it,  M.  B.  Marsh,  of  the  Motor  Cycle  Mfg.  Co., 
Brocliton,  Mass.,  relates  a  typical  instance 
of  the  great  influence  of  such  instruction  and 
personal  experience,  even  on  the  most  casual 
occasions.  | 

"One  day  last  September  a  gentleman  who 
was  visiting  friends  in  Brocliton  chanced  to 
pass  our  factory,  and,  curious  to  linow  what 
we  were  maliing  so  much  noise  about, 
stepped  inside. 

"His  eyes  wandered  for  a  while  on  several 
objects,  until  at  last  they  rested  on  our  motor 
bicycle,  whereupon  he  exclaimed,  'What  the 
devil  is  that?'  at  the  same  time  stooping 
down  to  get  a  more  perfect  view.  When  he 
was  told  what  it  was  he  said:  'Humph! 
What  is  it  good  for?'  When  we  pointed  out 
that  it  did  tlie  worli  that  legs  were  supposed 
to  do,  giving  the  rider  perpetual  rest  while 
riding,  he  said,  'That  sounds  very  well,  but 
the  damned  thing  looiis  too  complicated,' 
and  :n  the  same  breath  added,  'How  does  it 
worli?'  We  repeated  the  details  regarding 
operating  it.  'Well,'  said  he,  'that  may  be 
all  right  for  an  expert,  but  an  ordinary  man 
never  could  ride  a  machine  lilie  that.' 

"We  asked  him  if  he  rode  a  bicycle.  'I 
used  to,'  he  replied,  'but  I  have  not  seen 
mine  for  a  year.  I  guess  it  is  down  in  the 
cellar.'  When  we  inquired  the  reason  he  ex- 
claimed: 'I  worked  my  passage  on  a  wheel 
long  enough.  I've  given  it  up  now.'  Asked 
if  he  wouldn't  like  a  ride  on  the  motor  bi- 
cycle, he  rejoined  quickly,  'You  couldn't  get 
me  on  that  thing  for  a  thousand  dollars,  but 
I  should  like  to  see  it  run.'  Accordingly  we 
took  one  out,  and  after  riding  it  up  and  down 
the  street  two  or  three  times  we  suggested 
that  he  get  on  and  pedal  the  machine  with 
the  belt  ofE,  just  to  see  how  it  steered. 

"He  got  on,  and  I  rode  alongside  on  an 
ordinary  bicycle,  instructing  him  in  the  use 
of  the  different  levers.  He  finally  admitted 
that  it  steered  as  easily  as  his  old  wheel. 

"After  a  lot  of  coaxing  he  consented  to  try 
a  ride  if  the  speed  lever  was  set  at  its  slow 
speed.  We  mounted  him  again,  and  he 
started  with  the  power  on;  there  was  a  very 
nervous  look  on  his  face,  which  eased  a  little 
when  he  found  how  easy  it  was  to  shut  off 
the  power  with  the  switch  grip. 

"In  a  short  time  we  came  to  a  hill,  and  I, 
having  a  common  bicycle,  put  my  head  down 
to  keep  up.  Very  soon  a  smile  played  about 
his  face,  and  it  could  be  seen  that  he  was 
converted,  although  as  yet  he  had  not  made 
the  confession.  At  length  we  turned  around, 
and  he  started  back  with  the  air  of  an  ex- 
pert. We  had  proceeded  only  a  little  way 
when  the  explosions  of  the  motor  stopped 


and  the  machine  began  to  slow  down.  Im- 
mediately a  puzzled  look  came  over  his  face, 
which  increased  very  much  as  he  uncon- 
sciously turned  the  switch  grip  a  little  and 
the  motor  started  again. 

"Arriving  at  the  factory,  he  asked  the 
cause  of  the  motor  stopping.  We  told  him, 
of  course;  he  became  more  enthusiastic  than 
ever,  asking  us  where  these  machines  were 
sold,  as  he  had  not  seen  them  at  any  of  the 
cycle  stores  in  his  home  town.  Indeed,  he 
went  so  far  as  to  say  that  he  thought  the 
present  dulness  of  the  cycle  industry  had  so 
entranced  the  dealers  that  it  would  be  neces- 
sary to  force  them  to  ride  on  a  motor  bicycle 
before  they  would  come  completely  out  of  it. 
He  added  that  he  knew  hundreds  of  men 
who  would  buy  if  the  machine  he  had  just 
ridden  were  properly  shown  up  to  them.  It 
is  needless  to  say  that  we  received  his  order, 
and  that  he  wished  us  success  a  thousand 
times  in  the  good  work  that  we  had  started." 


WHEN  TEUTONS  TOOT 


Howan  Anti- American's  Piracy  of  an  Amer- 
ican Idea  Agitated  German  Trade. 


<<  Knocks"  his  own  Business. 

Some  of  the  hardest  knocks  the  bicycle 
gets  come  from  the  hands  of  people  who  de- 
pend on  it  for  their  bread  and  butter.  Ordi- 
narily they  are  like  other  men,  but  as  soon 
as  bicycles  are  mentioned  they  begin  to  drip 
indigo  from  every  pore  and  to  paint  the 
business  in  the  most  sombre  colors. 

One  of  these  "jackdaws"  is  thus  quoted  by 
the  Indianapolis  Journal: 

"  'The  bicycle  has  seen  its  best  days  and  is 
rapidly  petering  out,'  said  the  representative 
of  one  of  the  largest  bicycle  and  automobile 
establishments,  at  the  Hotel  English. 

"  'As  an  instance  of  how  the  business  is 
going  to  pieces,  I  can  say  that  our  firm  made 
48,000  wheels  year  before  last,  as  against 
21,000  last  year.  I  predict  that  within  the 
next  two  or  three  years  there  will  be  few 
bicycles  seen  on  the  streets.  The  bicycle  is  a 
drug  on  the  market  now. 

"  'Bicycling  started  out  like  the  roller  skat- 
ing craze,  and  it  will  have  the  same  end. 
When  our  bicycles  were  selling  at  $125,  re- 
tail, we  could  hardly  get  wheels  out  fast 
enough,  although  we  had  1,500  men  at  work. 
Now  one  can  buy  the  same  wheel  for  $50, 
and  a  third  of  the  number  of  men  formerly 
employed  to  enable  us  to  fill  the  orders  can 
do  the  work  now. 


Thinks  Worst  is  Over. 

"There  is  going  to  be  more  and  better 
business  done  during  the  coming  season  than 
for  a  number  of  years  past,"  said  "Senator" 
W.  J.  Morgan,  so  well  known  during  his  long 
connection  with  the  trade,  a  connection 
which  was  recently  severed. 

"There  is  evidence  of  an  improvement  to 
be  seen  on  all  sides.  I  find  it  everywhere  I 
go.  The  dealers  are  buying  goods.  Even  if 
it  is  only  in  small  lots,  still  they  are  buying. 
They  talk  more  hopefully  than  they  have 
done  for  some  time,  and  tell  me  that  they 
have  something  tangible  to  base  their 
hopes  on. 

"As  it  looks  to  me,  the  worst  is  over.  This 
belief  is  shared  by  many  people  with  whom 
I  have  talked,  outside  as  well  as  in  the  trade. 
I  am  becoming  infected  with  the  feeling 
myself,  and  feel  rather  sorry  that,  being  out 
of  it  altogether,  I  cannot  share  in  the  coming 
revival." 


An  amusing  war  is  being  fought  now  be- 
tween German  cycle  makers— a  war  which 
will  live  on  in  cycle  trade  history  as  the 
"German  ball  retainer  war." 

Every  one  knows  the  proneness  of  German 
cycle  manufacturers  to  copy  all  American 
novelties  they  can  lay  their  hands  upon,  at 
the  same  time  forcing  the  trade  papers  to 
publish  vile  attacks  on  all  foreign  goods, 
American  especially.  Some  of  these  manu- 
facturers sometimes  go  too  far  in  their  noble 
policy  of  abuse,  and  thus  arouse  the  green- 
eyed  monster  that  lurks  in  the  Teutonic 
chests  of  their  rivals. 

An  instance  of  the  sort  brought  about  the 
"war"  in  question.  It  appears  that  the 
Brennabor-Fahrradwerke,  of  Brandenburg, 
recently  bought  a  few  thousand  American 
ball  retainers,  and  on  the  strength  of  the 
deal  at  once  proceeded  to  advertise  the  de- 
vice as  their  own  glorious  invention.  The 
advertisements  were  expressed  in  such  a 
way  as  to  make  people  believe  that  a  new 
era  in  cycle  construction  was  opened  by  the 
"new  Brennabor  bearings  and  ball  retainers." 
This  aroused  the  wrath  of  another  big  bicycle 
maker,  Seidel  &  Naumann,  Ltd.,  of  Dresden, 
who  published  a  vigorous  protest  against  this 
misrepresentation.  The  latter  firm  pointed 
out  that  the  device  was  an  American  in- 
vention 3%  years  old,  adding  that  "it  would 
be  a  disgrace  for  the  German  bicycle  trade 
if  German  makers  represented  old  American 
inA'entions  as  their  own  and  as  something 
quite  sensational  and  brand  new." 

The  factory  thus  attacked  did  not  fail  to 
publish  a  counterblast,  wherein  feeble  efforts 
were  made  to  justify  their  action,  whereupon 
the  other  party  answered  in  a  second  half- 
page  advertisement,  giving  the  Brennabor- 
Fahrradwerke  "the  lie  i'  the  throat." 

This  amusing  newspaper  war  went  on  for 
some  time,  to  the  great  pleasure  of  readers 
and  to  the  gratification  of  the  poor  publish- 
ers, who  are  now  in  sore  need  of  advertise- 
ments, foreign  goods  being  boycotted  by  or- 
der of  German  makers,  without  proper  com- 
pensation being  given  for  the  loss.  It  is  to 
be  hoped,  at  any  rate,  that  this  affair  will 
have  a  beneficial  result  in  restraining  Ger- 
man bicycle  dealers  from  parading  too  bra- 
zenly their  appropriated  American  ideas. 


Wanted  for  Belts. 

If  belts  are  to  continue  to  be  used  for 
driving  motor  bicycles  there  has  got  to  be 
devised  some  simple  and  mechanical  method 
of  fastening  the  ends  of  the  belt  together. 
The  chain,  which  rarely  requires  to  be  taken 
off,  has  a  bolt  and  nut  fastening.  A  wrench 
and  a  screwdriver  are  all  that  is  required  to 
manipulate  it.  But  the  belt,  which  is  almost 
continually  in  need  of  shortening,  has  no  such 
ready  way  of  joining.  An  ingenious— and 
economical— Englishman  has  hit  on  a  scheme 
of  using  old  side  links  for  this  purpose.  A 
countersunk  screw  serves  to  hold  them  in 
place.  But  better  ways  than  this  can  be 
thought  of,  and  should  be  without  much 
delay. 


THE  BICYCUNG  WORLD 


3U 


ENGLAND'S  HEAVY  PURCHASES 


So  Large   as  to    Save   November's  Export 
Record  From  a  bad  Fall. 


Although  the  November  purchases  of  Eng- 
land, France  and  Germany  were  substan- 
tially larger  than  those  of  the  corresponding 
month  of  the  previous  year,  the  patronage  of 
the  rest  of  the  world  fell  away  so  greatly 
that  November  of  1901  narrowly  escaped  be- 
ing a  disastrous  month  in  the  matter  of  cycle 

exports. 

England's  big  increase  was  easily  the  feat- 
ure of  the  month,  and  brings  the  total  for 
the  eleven  months  well  over  the  record  for 
the  corresponding  period  of  1900.  Despite 
the  fact,  the  English  cycling  press  is  in  ecsta- 
cies  over  what  they  term  "the  retreat  of 
the  American  invaders." 

Excepting  the  three  countries  named,  only 
Central  America,  China  and  Argentina  were 
in  the  column  of  gains,  and  the  gains  were 
inconsequential. 

The  record  in  detail  follows: 


riason's  Effective  Bob-sled  Simile. 

While  most  people  in  the  trade  imagine 
that  practically  every  one  who  owns  a 
bicycle  knows  all  about  coaster  brakes,  it  is 
gradually  being  made  plain  that  this  is  far 
from  being  the  case. 

"One  of  my  old  customers,  a  downtown 
business  man  whom  I  had  not  seen  for  some 
time,  dropped  in  here  the  other  day,"  said 
Elliott  Mason,  the  veteran  manager  of  the 
Columbia  branch  on  Warren  street,  in 
speaking  of  the  subject,  "and  in  the  course 
of  our  conversation  I  ventured  to  remark 
that  he  must  have  had  a  coaster  brake  ap- 
plied to  his  bicycle  by  this  time.  He  not 
only  replied  that  he  had  done  nothing  of  the 
sort,  but  wanted  to  know  what  a  coaster 
brake  was  and  what  it  was  good  for.  I 
knew  him  pi-etty  well,  so  I  twitted  liim  about 
his  being  behind  the  times  and  got  hiui 
really  interested. 

"  'You  coasted  down  hill  on  a  bob  sled 
when  you  were  a  youngster,  didn't  you?'  I 
asked  of  him. 

"  'Yes,  and  enjoyed  it,  too,'  he  replied. 

"  'Well  a  bicycle  with  a  coaster  brake  per- 


COASTER-BRAKE  COMPETITION 


Exported  to- 


I — - — ^November 

I      1900.     I      1901. 
Values.  I   Values. 


-11  months  ending  November- 

1899.     I      1900.     |,    1901. 

Values.      Values.  I  Values. 


United    Kingdom 

France   

Germany 

Other  Europe . 

British  North  America 

Central  American  States  and  British 
Honduras : 


...'exico 

■:anto  Domingo 

Cuba   ....  .;-... :  . .  . . 

Porto  Rico 

Other  West  Indies  and  Bermuda. 

Argentina , 

Brazil  

Colombia  

Other  South  America 

Chinese  Empire 

British  East  Indies 

Hongkong 

Japan  

British   Australasia 

Hawaii    

Philippine  Islands 

Other  Asia  and  Oceania 

Africa 

Other  countries 


$15  292 

2424 

10289 

31,883 

11 459 

375 

1779' 

80 

1,752 


$41,517 

13,454 

16,498 

26,673 

4,607 

641 

1,601 

20 

1,016 


7,626| 

1,584] 

l,478i 

34| 

2,9961 

4631 

6  74JI 

112^1 

5  266 1 

243901 


3,850 

1,938 

579 

30 

2,201 

2,814 

3,996 

430 

4,920 

12,07 


10,6071 

3  7511 

13  1311 


1,152] 
2,133| 
5,4051 


$651,690 

$424,513 

$482,748 

409,310 

178,631 

192,746 

776,487 

332,927 

202,984 

870,435 

631,697 

496,075 

524,822 

363,982 

287,097 

4,642 

2,439 

5,554 

39.822 

14,028 

20,610 

323 

312 

832 

91,302 

66,885 

12,793 

2,648 
59,756 

1461 

46,492 

46,518 

264,334 

71,815 

7,912 

31,313 

18,272 

5,970 

7.752 

3,504 

712 

60,717 

38,420 

27,407 

21,465 

20,108 

53,977 

119,486 

57,443 

50,980 

9,258 

8,820 

3,685 

117,372 

226,035 

201,615 

230,079 

202,163 

178,194 

43,341 

32,473 

1,281 

65,394 

29,352 

46,551 

26,042 

22,038 

148,665 

66,427 

88,791 

2741 

417 

282 

Totals  I    .i;i54,529|    $147,552||.H533,125|.'?2,900,70(.)l.l;2,418,878 


Dealer  had  to  Pay  Damage. 

Another  British  guarantee  case  has  come 
up,  and  this  time  it  is  the  dealer  Avho  has 
been  mulcted  in  damages.  A  Belfast  dealer 
named  Marshall  sold  a  machine  and  guaran- 
teed it  to  be  "as  per  catalogue"— that  is,  of 
excellent  material  and  workmanship.  It 
broke  doAvn.  and  the  owner  sued  for  $75 
damages.  The  judge  held  that  the  riuer's 
remedy  lay  against  the  dealer,  and  awarded 
damages  in  the  sum  of  $25.  To  make  him- 
self whole  Marshall  must  p^roceed  against  his 
principals. 

Force  of  Habit. 

Man  (entering  store)— Say,  is  the  boss  in? 
Absent-minded    Clerk— No,    but    we    have 
something  just  as  good. — (Ex. 


mits  all  ages  to  coast  down  hill  in  just  tliat 
way,  and  in  summer  as  well  as  winter,  and 
affords  the  same  enjoyment  and  exhiliration 
that  the  bob  sled  gave  you  when  yon  were 
a  boy.'  " 

Of  course.  Mason  got  an  order.  Aside 
from  this,  the  bob  sled  simile  is  so  apt  and 
suggests  so  much  that  it  is  woi'th  "passing 
down  the  line"  for  the  benefit  of  cj-cle  sales- 
men generally. 

An  Opening  in  Australia. 

The  Austrian  Association  of  Cycle  Traders 
are  said  to  be  arranging  to  run  a  long  dis- 
tance race  from  Vienna  to  Trieste  and  back. 
The  costs  of  the  event  are  estimated  at  20,000 
Itroneu,  which  are  covered  by  subscriptions 
from  manufactui'ers  and  friends.  The  long 
distance  qnalitj'  of  all  kinds  of  machines  will 
be  tested,  and  prizes  will  be  awarded  to  the 
best  manufacturers  and  riders. 


How  it  is  Helping  Trade  Generally  - 
ous  Conditions  That  Prevail. 


Curi- 


Evidence  that  the  tide  has  turned  and  that 
1902  will  prove,  comparatively  speaking,  a 
prosperous  year  continues  to  accumulate. 
Much  of  it  is  being  brought  to  light  by  and 
is  traceable  to  the  coaster  brake  manufac- 
turers, who  are  throwing  a  deal  of  vim  and 
"ginger"  into  their  rivalry,  the  enlivening  ef- 
fect of  which  is  proving  contagious  and  is 
being  felt  throughout  the  trade. 

The  Barwest  Coaster  Brake  Company,  for 
instance,  have  received  reports  from  all  their 
travelers  which  confirm  the  reports  of  others 
and  have  enthused  Manager  Weston  to  the 
boiling  point.  He  is  convinced  that  it  will 
prove  an  unprecedented  "coaster  brake 
year,"  his  information  covering  practically 
the  whole  country,  north  south,  east  and 
west. 

New  York  and  Pennsylvania  are  holding 
their  positions  as  banner  States,  with  New 
England  next  in  line.  The  Middle  West,  ac- 
cording to  Weston,  has  been  more  backward 
even  than  is  generally  supposed.  Dealers  iii 
that  territory  have  been  inconceivably  slow 
to  grasp  the  opportunities,  and  money  af- 
forded by  the  'coaster  brake.  States  like 
Iowa  and  Illinois  and  even  Indiana,  have 
been  unaccountably  lukewarm.  Ohio  and 
Michigan,  wliile  not  so  bad,  have  not  been 
as  fei'tile  as  their  standings  and  populations 
sliould  make  them.  Large  cities  and  hilly 
ones,  like  Cincinnati,  for  instance,  have  dis- 
played lackadasical  interest.  But  all  show 
symptoms  of  an  awakening,  Michigan  par- 
ticularly, and  the  awakening  argues  well  for  , 
tlie  year.  The  slowness  of  the  West  in  this 
regard  shows,  however,  how  great  and  how 
rich  is  the  field  for  coaster  brakes,  and  how 
the  limit  of  demand  is  not  even  visible  on 
the  horizon. 

According  to  Mr.  Weston,  the  South  also 
is  looming  up.  While  the  demand  has  been 
good,  it  has  been  scattered.  In  one  city  or 
section  the  demand  has  been  brisk;  in  others. 
Savannah,  for  example,  it  has  been  of  small 
consequence. 

The  foreign  demand  continues  excellent. 
The  Barwest  people  have  just  closed  a  big 
deal  in  France,  and  Mr.  Weston  promises  a 
development  in  England  that  will  cause 
some  eye  opening. 

Before  he  got  through.  Weston  worked 
around  to  the  subject  of  brake  arms. 

"Some  people  do  not  understand  the  sub- 
ject," he  said.  "I  agree  thoroughly  that 
hinged  arms  are  great  improvements  for 
coaster  brakes  that  need  them;  it  is  neces- 
sary where  there  is  any  'play.'  but  in  a  de- 
vice like  the  Barwest.  in  which  the  brake 
is  applied  radially  between  the  flanges,  it 
would  serve  no  purpose;  the  sprockets  are 
always  in  liner;  they  do  not  change  their 
positions,  and  so  there  can  be  no  'play'  of 
any  kind." 


3J2 


THE  BICYCLING  WORLD 


■  I     I   •\ 


HATIOHAL 
BIOrCLES 


Boulder,  Colo. , 

November  4,  1901. 
We  are  much  pleased  with 
Nationals.  So  are  the  riders. 


THE  CHAINLESS  IS  PERFECTION. 
We  are  going  to  make  them  the  leaders  in  this  city  for  1902. 

Yours  truly, 

NEIHEISEL  BROS. 


"The  good  name  that 
endures  forever  Is  count- 
ing for  more  than  it  ever 
counted  before." 

—Bicycling  World,  Dec.  12,  1901, 


>1ational 
(2cle/\fg.  0. 


BAY  CITY 


MICH, 


Mmiiimiiiiiiimii4mmiiiii^ii^miiiimiiiiiiiiiii^^ 


Equal   them 


If  you   can-  | 


Investigate  the  merits    of   other  tires  —  find  out  what  they  are  made 
of,  how  they  are  made  and  how  much  they  cost.     Then  look  up  the 


FISK  TIRE. 


It  will  stand  investigation.  It  will  stand  comparison.  It  will  stand 
use.  Why  ?  Because  it  is  made  right — right  materials,  right  methods  of 
construction. 

You  cannot  find  a  better  tire  than  the  Fisk  —  you  can  easily  find 
many  that  are  inferior  to  it.     All  we  ask  is  an  investigation. 


FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 

BOSTON,  SPRINQFIELD,  NEW  YORK,  PHILADELPHIA,  SYRACUSE, 

604  Atlantic  Ave.  40  DwiKht  St.,  83  Chambers  St.  916  Arch  St.  423  So.  Clinton  St. 


DETROIT, 


CHICAGO, 


252  Jefferson  Ave. 


54  State  St. 


SAN  FRANCISCO, 

1 1 4  Second  St. 


mmmmmmmmmmmmmm^. 


THE  BICYCUNG  WORLD 


SIl 


It  will  serve  you  more  than  a  ton  of  horse- 
shoes. 


FOUNDED^ 

•1877*.^        ___     _ 

andyv^^rOCYCLE  REVIEW^^ 

In  which  is  Incorporated 
'  .lit  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 
By 

The  g©©omhn  eoMPaNY, 

123»12S  Tribune  Building. 

(154  Nassau  Street)  ^ 

NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


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Post  Office,  September,  igoo. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

1^°"  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

|^°"  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
'    Address  us  at  P.  0.  Box  649. 


New  York,  January  2,  1902. 

Sentiments  for  the  Season. 

Don't  trust  to   Liiclv   or  put  faith  in  tho 

"bad  beginning  malves  a  good  ending"  adage 

jv  use  it  to  excuse  your  sliortconiings.    Start 

the  year  right,  and  Iseep  right  at  it  by  using 

intelligently  and  well  the  wits  God  gave  you. 

Forget  the  boom.  Forgive  tlie  slump. 
Both  are  past.  Choice  your  regrets.  If  you 
must  whine,  whine  inwardly.  Keep  your 
feet  on  the  ground,  best  foot  foremost.  Hold 
your  head  up,  your  lip  stiff,  your  backbone 
straight.  Never  mind  the  past;  look  to  the 
future.  The  year  1902  will  be  a  "good"  year. 
Eoll  up  your  sleeves,  have  some  faith  in 
yourself  and  put  some  enthusiasm  in  your 
business  and  it  will  be  even  better  than  a 
■"good"  year. 

Every  man,  they  say,  is  the  architect  of  his 
own  fortune;  and  he  is.  Take  the  horseshoe 
from  your  door,  and  tack  up  that  motto 
where  your  eyes  can  see  it  early  and  often. 


England's  Happy  New  Year  and  Ours. 

Speaking  from  the  standpoint  of  the  cycle 
trade,  li^ngland  begins  the  new  year  in  a 
happy  frame  of  mind.  During  the  twelve- 
month just  ended  profits  were  widespread 
and  deficits  were  few. 

America  cannot  so  generally  share  this 
happiness;  but  it  can  participate  in  the  par- 
ticularly joyous  joy  which  appears  to  in- 
fect the  English  cycling  journals  at  least — 
the  joy  at  the  failure  of  the  so-called  Ameri- 
can invasion. 

As  if  some  one  had  "passed  the  word,"  the 
British  prints  have  'been  iterating  and  reit- 
erating the  great  superiority  of  their  own 
bicycles  and  sundries  and  everything  else 
over  anything  and  everything  else  produced 
anywhere  and  everywhere  else,  in  America 
in  particular.  The  suspiciously  constant  rep- 
etition has  doubtless  bred  belief  in  the  Eng- 
lish mind;  but  as  the  average  Briton  appears 
to  find  enjoyment  in  self-deception  no  harm 
is  done;  rather  is  the  sum  total  of  the  year's 
happiness  increased.  It  is  this  overpowering 
and  scintillating  superiority  that  has  driven 
back  the  "American  invader"  and  rescued 
the  island  from  his  clutches,  so  far  as  bi- 
cycles are  concerned;  the  example  of  the 
manner  in  which  the  cycle  trade  has  thus 
"kicked  out  the  foreigner,"  to  quote  one 
writer,  is  proudly  held  up  as  an  inspiring 
example  to  other  British  industries  which 
are  not  yet  free  from  the  grasp  of  the 
"Yankee  monster." 

It  would  not  seem  that  such  a  situation 
should  afford  us  much  New  Year  joy,  but 
the  joy  is  there  just  the  same.  The  manner 
in  which  the  American  bicycle  has  been 
overwhelmed  by  British  superiority  and 
"kicked  out"  by  American  shoes  worn  by 
British  feet  is  shown  by  the  export  statis- 
tics printed  in  another  column.  They  show 
that  during  the  eleven  months  ending  with 
November  last  we  shipped  to  the  United 
Kingdom  bicycles  to  the  value  of  .f4S2.748, 
as  compared  with  $424,513  during  the  cor- 
responding period  of  the  previous  year— an 
increase  of  about  $60,000  in  round  figures. 

When  our  loving  cousins  across  the  sea 
can  find  happiness  in  such  figures,  in  such 
eft'ective  throttling  of  the  "American  mon- 
ster" and  such  damning  evidence  of  Ameri- 
can inferiority,  why  should  not  we  share 
the  happy  New  Year  which  our  distant 
cousins  have  made  for  themselves— and 
for  us? 


Despite  the  tainted  compliments  of  the 
season  which  they  hurl  at  us,  we  can  afford 
to  be  forgiving  and  to  wish  them  many  more 
merry  Christmases  and  happy  New  Years  of 
the  same  sort.     And  we  do! 


Light  and  Full  Roadsters. 

There  is  in  the  human  mind  some  peculiar 
leaning  toward  extremes. 

The  swing  of  the  pendulum  typifies  this 
tendency  most  fittingly.  A  protest  against 
one  extreme  is  certain,  four  times  out  of 
five,  to  result  in  the  opposite  one  being  the 
next  step.  The  happy  mean  gets  all  the 
-  worst  of  it,  being  resorted  to  only  occasional- 
ly, and  almost  as  if  by  chance. 

The  time  was  when  light  roadsters  and 
full  roadsters  were  built  by  practically  all 
makers.  The  former  were  for  light  and  ex- 
perienced riders  on  fine  roads,  while  the  lat- 
ter were  constructed  to  stand  up  under  any 
usage  and  any  rider. 

It  was  not  very  long,  however,  before  it 
was  found  that  it  was  the  light  roadsters 
that  were  chosen  in  almost  every  case.  No 
matter  how  new  or  heavy  or  clumsy  a  rider 
was,  or  what  miserable  apologies  for  roads 
he  intended  to  use  the  machine  on,  he  passed 
the  substantial  roadster  by.  and  selected  the 
more  elegant  but  frailler  light  roadster. 

The  theory  was  that  aft^  he  became  an 
expert  he  would  be  able  to  use  a  light  ma- 
chine, and  meanwhile,  instead  of  initiating 
himself  on  the  full  weight  bicycle,  he  banged 
the  light  one  around  until  it  was  pretty  well 
used  up  by  the  time  he  was  really  able  to 
appreciate  it. 

The  outcome  of  it  all  was  that  the  full 
roadster  disappeared  and  the  featherweight 
ruled  the  cycling  world. 

It  proved  unsatisfactory,  however,  and 
was  succeeded  by  a  heavier  and  of  course 
a  better  machine.  The  latter  was  made  to 
carry  the  same  class  of  rider  that  the  full 
roadster  was  originally  designed  for,  and 
while  it  was  all  right  for  them,  it  was  not 
such  a  machine  as  men  and  women  of  light 
weight  felt  they  were  entitled  to  receive. 

Nevertheless,  they  have  to  take  such  ma- 
chines or  go  without. 

The  average  maker  turns  out  bicycles  that 
will  carry  all  riders  without  fear  of  break- 
downs. He  feels  that  he  cannot  take  the 
risk  of  putting  out  light  roadsters  and  have 
them  purchased  and  ridden  by  heavy- 
weights, and  his  view  of  the  matter  is  not 
altogether  wrong. 

At  the  same  time,  it  is  pretty  safe  to  say 
that  a  genuine  light  roadster  would  app««l 


314 


THE  BICYCUNG  WORLD 


to  a  certain  number  of  riders,  suffli;ieiit  to 
pay  a  maimer  for  putting  them  on  fie  mar- 
liet. 


What  the  Year  Promises. 

In  former  days  the  entrance  upon  the  new 
year  always  seemed  to  marli  a  new  epoch  to 
the  cyclist.  The  passing  of  the  old  year  was 
like  the  passing  of  the  Rubicon,  an  augury 
of  the  pleasures  the  new  season  was  to  bring 
forth. 

Of  course,  the  feeling  was  of  a  delusive 
character.  The  winter  was  really  only  be- 
ginning. The  strengthening  of  the  cold  was 
coincident  Avith  the  lengthening  of  the  day.-^, 
and  there  were  many  w^eary,  dreary  week.s 
that  must  elapse  before  the  spring  riding 
season  opened. 

But  in  outward  seeming  it  was  different. 
The  new  year  was  usually  usliered  in  witli  a 
ride  if  the  weather  was  at  all  tolerable,  and 
that  served  to  maintain  the  illusion  that  bet- 
ter days  were  near  at  hand. 

If  January  was  almost  certain  to  be  a 
wintry  month,  there  was  reason  to  expect 
a  change  for  the  better  in  February.  Sun- 
shine and  warmer  weather  were  almost  cer- 
tain to  make  their  appearance  some  time  dur- 
ing the  month,  and  the  keener  hands  were 
thus  given  an  opportunity  to  try  the  new 
models. 

With  the  coming  of  March  the  season 
opened  in  earnest.  Save  in  1888;  when  the 
great  blizzard  came  when  the  month  was 
nearly  two-thirds  over,  the  roads  were  al- 
ways swarming  with  cyclists  and  the  stores 
were  thronged  with  customers.  The  old 
hands  bought  first,  of  course,  and  were  soon 
followed  by  the  general  public. 

In  April  and  May  the  cream  of  the  busi- 
ness was  skimmed.  Indeed,  the  bulk  of  the 
buying,  both  in  new  and  second  hand  ma- 
chines, was  done  in  these  months,  and  what 
came  afterward  was  little  more  than  the 
leavings. 

In  these  piping  times  of  peace,  Avhen  the 
stress  and  shock  of  the  war  over  "talking 
points,"  over  tires  and  saddles,  has  passed 
away,  leaving  behind  a  very  calm  and  per- 
functory enjoyment  of  the  inestimable  bene- 
fits bestowed  by  the  bicycle,  it  is  all  very 
different. 

The  cyclist's  pulse  does  not  stir  as  of  yore, 
nor  does  he  alternately  sigh  and  exclaim 
with  sorrow  for  the  passing  and  joy  for  the 
coming  of  the  cycling  season. 

But  perhaps  he  is  going  to  turn  over  a  new 
leaf  this  year.  Maybe  one  of  his  New  Year's 
I  esolutions  is  that  he  will  withdraw  the  cold 
shoulder  that  he  has  turned  to  his  one-time 


favorite  pastime,  and  once  more  let  It  bask 
in  the  smiles  of  his  approbation. 

There  are  not  wanting  signs  that  some- 
thing of  the  kind  is  going  to  happen. 

There  are  to  be  found  all  over  the  country 
riders  who  asseverate  with  more  than  the 
usual  earnestness  that  they  are  going  to  ride 
again  this  year.  If  the  half  of  them  carry 
their  resolution  into  effect  the  pastime  will 
get  such  a  fillip  as  will  do  it  a  world  of  good. 

And  no  one  can  do  more  to  aid  the  keeping 
of  such  resolutions  than  the  members  of  the 
trade. 

If  the  maker  and  the  dealer  and  the  re- 
pairer would  throw  into  the  husiness  a  tithe 
of  the  enthusiasm  and  earnestness  that  he 
(lid  a  half  dozen  or  a  dozen  years  ago,  there 
would  be  such  a  shaking  up  of  the  dry  bones 
of  cycling  as  would  put  it  on  its  feet  again 
and  set  people  to  talking  about  it  once  more. 


Like  a  voice  from  the  "days  beyond  recall," 
one  of  the  so-called  cycling  publications  that 
is  hanging  on  by  the  skin  of  its  teeth  in 
hopes  that  it  may  stand  in  the  way  of  an- 
other boom  brings  the  "deadly  parallel"  to 
bear  on  the  Bicycling  World.  It  reprints 
one  of  its  utterances  of  a  year  or  two  ago 
urging  those  engaged  in  the  cycle  trade  to 
actually  ride  bicycles  alongside  of  a  Bicy- 
cling World  editorial  urging  the  trade  to  do 
something— to  promote  something  that  will 
attract  the  attention  and  enlist  the  interest 
of  the  public.  To  trace  an  analogy  between 
merely  riding  bicycles  and  "doing  some- 
thing" and  "promoting  something"  is  worthy 
of  and  is  fit  tribute  to  the  perspicuity  of  a 
"dead  one." 


How  to  Make  Matters  Worse. 

The  efforts  which  some  men  make  to  re- 
coup waning  fortunes  or  trade  is  past  un- 
derstanding. Pages  might  be  written  on 
the  subject,  but  one  instance  will  suffice. 

Three  months  ago  the  manufacturer  of  an 
article  on  which  there  is  much  competition, 
in  expressing  to  us  his  dissatisfaction  with 
the  season's  husiness,  admitted,  neverthe- 
less, that  were  he  able  to  equal  it  in  1902 
he  would  be  content  and  would  continue  in 
the  cycle  trade;  in  the  other  contingency  he 
would  throw  up  the  connections  established 
at  the  expense  of  much  time  and  monej' 
and  seek  new  goods  to  manufacture. 

The  policy  of  the  concern  in  question  was 
naturally  awaited  with  unusual  interest. 
Enough  has  now  developed  to  make  it  fairly 
plain.  It  amounts  to  about  this:  Practically 
all  advertising  has  been  cut  off,  the  traveling 
staff  greatly  reduced  and  the  goods,  which 
last  year  gave  cause  for  no  little  complaint, 
are  being  made  by  the  same  men  in  the  same 
old  way  and  without  substantial  alteration 
or  improvement. 

Can  any  one  doubt  that  before  the  end  of 
a  twelvemonth  there  will  be  one  factory 
less  identified  with  the  cycle  trade? 

The  instance  is  cited  "for  the  good  that  it 
may  do,"  as  we  have  no  doubt  that  it  is  not 
;i'j  isolated  c:)^i'. 

At  this  stage,  the  man  in  the  cycle  trade 
who  imagines  that  he  can  merely  spar  for 
openings  or  draw  in  a  single  horn,  is  doomed. 
He  will  be  "Icnocked  out"  by  his  rivals,  who 
realize  that  the  time  to  hit  hardest  and  often- 
est  is  when  "the  other  fellow"  is  weak  or 
sparring  for  wind. 


Under  the  new  customs  tariff,  bicycles  im- 
ported into  the  Philippine  Islands  are  duti- 
able at  the  rate  of  .$5  each.  The  duty  on 
"velocipedes"  is  only  $2  each.  It  would  be 
useful  to  have  the  latter  word  more  clearly 
defined.— (The  Cyclist. 

Know,  then,  that  velocipedes,  as  the  term 
is  generally  accepted  here,  are  those  little 
red  three-wheelers— one  wheel  in  front,  two 
in  rear— which  have  contributed  to  the  joy 
of  Young  America  for  lo!  these  many  years. 
They  are  usually  found  in  toy  shops  rather 
than  cycle  stores. 


One  of  the  English  makers  is  turning  out 
a  motor  tandem  of  the  "lady-ljack"  type- 
that  is,  with  the  drop  frame  in  the  rear.  It 
will  be  well  for  American  makers  to  not 
overlook  two-seaters  of  the  sort.  The 
"mixed"  motor  tandem  has  every  claim  to 
increased  and  constantly  increasing  popular- 
ity. As  a  rule,  a  pedal  propelled  machine  of 
the  sort  is  a  •■man-killer."  Helped  by  a 
motor,  it  can  be  made  tlie  ideal  instrument 
of  pleasure  that  fancy  and  theory  paint  it. 


Witli  scarcely  an  exception  the  Britisli 
cycling  press  re-echoes  the  call  of  the  Bi- 
cycling World  for  a  cyclometer  that  will 
record  the  number  of  miles  saved  by  the 
use  of  coaster-brakes.  There's  good  money 
awaiting  the  first  manufacturer  who  devises 
such  an  instrument. 


What  that  dealer  in  Patchogne,  N.  Y.,  has 
done,  you  can  do.  He  saw  that  a  bicycle 
olub  is  a  factor  in  increasing  and  maintain- 
ing interest,  and.  seeing  his  duty,  "he  done 
it."  He  organized  the  club.  May  his  kind 
increase  and  multiplyl 


THE  BICYCLING  WORLD 


3t5 


ORIENT  BICYCLES 


nODELS  FOR  1902 
ARE  NOW  READY. 


*  i  ^  I  ^  I  ^  I  im  fi  r 


WRITE  FOR  AGENCY, 


The  Orient  line  for  this  season  is  a  winner. 
Eight  elegant  models    ranging   from  $30  to  $50. 


Hand= 
some 
New 

Catalog 
is  now 

in  Press 


WALTHAH  riANUFACTURINQ  COHPANY 

WALTHAM,    MASSACHUSETTS  


The  Forsyth  Coaster=Brake 

represents  profit  and  satisfaction. 

!    HERE'S  WHY... 


♦ 
♦ 
♦ 
♦ 
♦ 
♦ 
♦ 

X 


It  is  longer-lived  than  the  wheel  itself  and  is  always  in 
perfect  condition. 

The  working    parts  can    be    readily    adjusted    without 
removing  the  wheel  from  frame. 
(No  other  coaster-brake  can  be  adjusted  at  all.) 

Spins  freely  either  way,  and  has  absolutely  no  pressure 
other  than  the  regular  bearings. 

No  slipping  or  jerking  motion. 

Instantly  releases. 

If   will  pay   you    to    find    out   ALL  about  it.      We'll 
cheerfully  supply  the  information.     Write  us. 


FORSYTH  MFO.  CO.,  Buffalo,  N.  ¥. 


3X6 


THE  BICYCUNG  WORLD 


GUARDING  TRADE  SECRETS 


Court  Reverses  a  Ruling  and  Gives  a  Decis- 
ion of  Importance  to  all  Manufacturers. 


The  guarding  of  trade  secrets  was  ever 
difficult.  Since  business  began  employes  In 
possession  of  secret  formulas  and  "inside" 
information  bave  broken  away  from  their 
first  moorings,  have  engaged  with  rivals,  or, 
starting  in  business  on  their  own  account, 
have  turned  such  information  to  their  own 
advantage. 

Generally  speaking,  the  courts  have  re- 
fused to  assist  or  protect  those  affected  by 
such  procedure  on  the  ground  that  prohi- 
bition of  the  use  of  such  secrets  was  in  re- 
straint of  trade.  Recently,  however,  the 
Appellate  Division  of  the  New  York  Supreme 
Court  took  the  contrary  position  in  a  man- 
ner that  holds  promise  that  manufacturers 
can  protect  themselves  from  the  machina- 
tions of  trusted  employes. 

In  the  case  in  question  it  appeared  that 
the  Magnolia  Metal  Co.  had  engaged  Walter 
B.  Price  as  travelling  salesman  on  a  salary 
of  .$7,000  a  year,  and  he  had  covenanted  that 
in  the  event  of  his  leaving  the  company's 
employ  he  would  not  reveal  any  of  their 
business  secrets,  nor  directly  or  indirectly 
engage  in  a  similar  business.  After  his  con- 
nection with  the  company  had  ceased  he, 
according  to  their  allegation,  started  a  rival 
concern  called  the  Runskool  Metal  Co.,  mak- 
ing use  of  many  of  the  secrets  of  the  Mag- 
nolia company  and  luring  away  some  of 
their  employes.  The  Magnolia  company 
brought  suit.  The  judge  of  the  trial  court 
refused  to  allow  the  plaintiff  to  prove  many 
of  the  allegations,  and  dismissed  the  com- 
plaint on  the  ground  that  the  contract  was 
one  in  restraint  of  trade.  In  reversing  this 
judgment  upon  appeal  .Justice  Ingraham,  of 
the  Appellate  Division,  speaking  for  the 
court,  and  after  referring  to  the  fact  that 
the  plaintiff  company  had  to  compete  with 
dealers  who  manufactured  a  similar  metal, 
and  that  Price's  position  was  a  confidential 
one,  enabling  him  to  gain  a  complete  knowl- 
edge of  all  the  Magnolia  Metal  Co.'s  cus- 
tomers, says: 

"When  a  person  occupied  such  a  position, 
which  enableu  him  to  obtain  such  informa- 
tion of  the  plaintiff's  business,  it  was  quite 
essential  for  the  plaintiff's  protection  that 
when  such  an  employe  left  the  plaintiff's 
♦Mnploy  he  should  not  accept  a  position  in 
which  he  could  use  the  information  tlius  ob- 
tained to  injure  the  plaintiff's  business.  .  .  . 
How  essential  this  covenant  was  for  the 
plaintiff's  protection  is  established  by  the 
conduct  of  the  defendant.  He  entered  the 
plaintiff's  employ  with  no  knowledge  of  the 
business  conducted  by  it.  Within  a  short 
time  he  had  induced  the  New  England  repre- 
sentative of  the  plaintiff,  and  one  of  its 
largest  customers,  to  organize  a  corporation 
to  compete  for  Itfs  business,  and  is  now  the 
president  of  such  corporation,  trying  to  In- 


duce the  plaintiff's  agents  to  leave  its  em- 
ploy, using  the  knowledge  of  the  plaintiff's 
customers,  which  he  obtained  while  in  its 
employ,  to  secure  them  for  the  new  corpora- 
tion, and  thus  directly  injuring  the  plain- 
tiff's business  by  using  the  business  secrets 
Intrusted  to  him  for  his  own  business  ad- 
vantage and  to  the  injury  of  the  plaintiff." 

It  may  be  remarked  that  the  old  rule  as  to 
contracts  in  restraint  of  trade  inhibited  those 
which  were  unlimited  as  to  both  time  and 
place.  The  significance  of  the  present  de- 
cision depends  somewhat  upon  whether  the 
contract  had  been  thus  unlimited. 


REVIVING  AN  OLD  RIDDLE 


How  tlie  Cycling  Fancy  may  be  Pooled  by  a 
Very  Simple  Question. 


riade  by  riossberg. 

Last  spring  the  Frank  Mossberg  Co.,  At- 
tleboro,  Mass.,  hit  on  the  idea  of  presenting 
to  all  travelling  men  and  prominent  people 
in  the  trade  one  of  their  nickelled  Sterling 
wrenches  engraved  with  the  recipient's  name 


and  inclosed  in  a  neat  leather  case,  similar 
to  the  one  here  illustrated.  Some  two  thou- 
sand were  thus  disposed  of,  and  as  a  result 
not  only  was  the  demand  for  Sterling 
wrenches  increased  considerably,  but  there 
arose  a  call  for  the  leather  cases  themselves; 
in  consequence  the  Mossberg  people  are  this 
year  listing  it  regularly  at  15  cents,  the  price 
of  the  wrench  remaining  at  25  cents. 

In  addition  they  are  also  marketing  the 
Eagle  wrench,  shown  by  the  accompanying 
illustration,  and  which  has  proven  itself  a 
handy  thing  for  any  shop.  It  is  simplicitj' 
itself,  as  may  be  seen,  and  is  always  ready, 
requiring  no  adjustment.  It  is  6  inches  long, 
weiglis  8  oimces,  and  will  take  any  size  of 
nut,  bolt  or  pipe  from  %  inch  to  %  inch  in 
diameter. 

Singer  Wont,  Premier  Will   Reconstruct. 

Two  of  the  big  British  cycle  firms  have 
within  the  last  few  weeks  faced  the  prob- 
lem of  reconstruction  and  decided  it  in  dif- 
ferent ways.  The  Singer  Cycle  Co.  is  not 
yet  ready  for  this  drastic  measure,  while 
the  New  Premier  Cycle  Co.  accepted  the 
scheme  devised  by  a  special  committee  ap- 
pointed for  that  purpose.  Under  it  the  capi- 
tal is  reduced  from  $3,000,000— there  are 
iJl.OOO.OOO  of  debentures  In  addition— to 
$875,000. 


Almost  as  venerable  as  the  "which  runs 
the  faster,  the  top  or  the  bottom  of  a  wheel?" 
catch,  is  another  one  that  has  been  almost 
forgotten. 

It  is  put  in  this  fashion: 

"A  cycle  being  held  up  with  one  hand  on  a 
level  siu'face.  the  holder  kneeling  on  the 
floor  beside  it,  with  the  cranks  absolutely 
vertical,  the  lower  pedal  being  nearest  the 
liolder,  and  grasped  in  his  other  hand— which 
way  would  he  move  the  pedal  with  his  hand 
to  move  the  cycle  forward?" 

Almost  any  one  would,  after  a  few  mo- 
ments' reflection,  reply  that  if  the  pedal 
were  moved  backward  the  machine  would 
go  forward.  To  push  the  pedal  in  the  oppo- 
site direction  would  be  the  same  as  back 
pedalling,  and  that,  of  coui'se,  means  to  go 
backward.  At  the  same  time  one  cannot 
help  wondering  whether  moving  the  pedal 
backward  would  not  cause  the  macliine  to 
go  in  the  same  direction. 

Such  is  really  tlie  case.  The  experiment 
is  easily  tried  with  any  machine,  and  the  re- 
sult is  very  curious. 

Standing  alongside  the  machine,  with  the 
cranks  in  a  vertical  position,  it  will  be  found 
that  the  slightest  pressure  exerted  on  the 
down  cranlv  moves  the  cycle  backward.  Nor 
will  any  amount  of  weight  put  on  the  ma- 
chine counteract  this  tendencj'.  It  might  be 
thought  that  if  weight  Avere  applied  on  the 
saddle,  witli  the  object  of  causing  the  tire  to 
"bite"  the  ground,  the  gearing  would  come 
into  action  and  force  the  macliine  forward. 
But  it  does  not. 

Furthermore,  it  is  not  until  the  ascending 
crank  has  readied  a  horizontal  position  that 
the  backward  movement  of  the  machine  is 
changed  to  a  forward  one. 

This  is  really  the  strangest  part  of  it  all. 
When  the  crank  is  almost  horizontal,  when 
the  pull  is  upward  instead  of  backward,  and 
it  would  be  thought  that  there  would  be  no 
tendency  to  roll  the  machine  backward,  this 
result  is  still  obtained.  The  only  way  to 
make  the  gear  act  normally  is  to  lift  the  rear 
wheel  off  the  ground  while  pulling  up  on  the 
pedal.  If  this  is  done  the  back  wheel  ceases 
to  move  backward,  and  immediately  rolls  in 
the  opposite  direction. 


Dunlop  Wants  flore  Support. 

In  anticipation  of  the  forthcoming  annual 
iieneral  meeting  of  the  Dunlop  Pneumatic 
Tire  Co.,  it  is  being  urged  upon  those  share- 
holders who  have  not  given  their  assent  to 
the  scheme  of  reconstruction  proposed  some 
little  time  ago  that  they  do  so  without  fail. 
It  is  stated  by  the  secretary  of  the  company 
that  the  debenture  shareholders  have  unani- 
mously approved  of  the  scheme,  as  have  th« 
holders  of  3,000,000  shares. 


THE  BICYCLING  WORLD 


317 


CALIFORNIA'S  MOTOR  BICYCLE 


Constitutes  a  Notable    Contribution— Em- 
bodies Vital  and  Radical  Innovations. 


Incorporated  but  three  months  ago,  as 
noted  in  the  Bicycling  World  at  the  time, 
the  California  Motor  Co.,  of  San  Francisco, 
has  made  an  admirable  record  in  getting  its 
motor  bicycle— the  California,  it  is  styled— 
on  the  market. 

The  accompanying  illustrations,  showing 
right  and  left  hand  views  of  the  machine, 
bear  witness  that  it  is  an  attractive  creation; 
the  pictures,  however,  give  small  idea  of  the 
many  originalities  which  it  embodies.  The 
most  apparent  is  the  exposed  flywheel;  the 
advantages  claimed  for  it  are  a  larger  fly- 
wheel and  greater  momentum,  and  conse- 
quently more  power. 

All  the  gearing  and  spark  mechanism  is 
located  on  the  right  side  of  the  engine  im- 
mediately underneath  the  flywheel,  and  by 
the  flywheel  is  protected  from  dust.  The 
crank  case,  being  made  of  one  piece,  with  a 
side  plate,  retains  the  oil  absolutely. 

The  large  tank  in  the  top  of  the  frame  con- 
tains the  induction  coil,  gasolene  reservoir 
and  carburetter.  There  is  a  wire  lever  on 
the  top  of  the  tank,  and  when  this  sets 
parallel  witli  the  top  tube  no  gasolene  can 
flow  from  the  tank  to  the  carburetter.  When 
this  lever  is  turned  to  the  left  it  opens  the 
gasolene  reservoir  and  permits  gasolene  to 
enter  the  carburetter.  The  front  end  of 
the  tank  is  the  carburetter.  In  the  top  of 
this  carburetter  is  a  mixing  valve,  controlled 
by  a  lever  on  the  right  side  of  the  carburet- 
ter. When  this  lever  is  thrown  full  back 
toward  the  rider  it  not  only  allows  no  air  to 
enter  the  mixer,  but  also  closes  all  openings 
and  prevents  any  evaporation  of  the  gaso- 
lene. The  carburetter  is  built  on  an  entirely 
new  principle,  which,  it  is  claimed,  permits 
the  use  of  any  qu.ality  of  gasolene.  It  is 
automatic  in  its  action,  but  as  the  patent  is 
pending  no  description  is  given. 

The  lever  on  the  left  side  of  the  carburet- 
ter controls  the  amount  of  gas  mixture  that 
is  supplied  to  the  motor.  When  this  is 
thrown  back  to  the  limit  it  closes  the  throttle 
valve,  so  that  no  gas  can  be  drawn  into  the 
motor.  It  also  opens  a  port  hole  on  the  side 
of  the  throttle  valve,  and  at  the  same  time 
opens  the  suction  valve  of  the  engine.  The 
air,  having  free  passage  through  the  port 
hole  and  suction  valve  to  the  motor,  relieves 
the  compression  and  does  away  with  a  pet- 
cock  and  necessary  lever.  When  the  lever  is 
thrown  forward  it  opens  the  suction  valve 
and  closes  the  port  hole  in  the  throttle  valve, 
and  if  thrown  to  a  perpendicular  position  it 
opens  the  throttle  valve  and  allows  gas  to  be 
drawn  into  the  motor.  Thus  both  compres- 
sion tap  and  sparking  advance  are  elimi- 
nated. 

As  stated,  the  induction  coil  is  in  the  gaso- 
lene tajik,  and  is  placed  there  to  retain  as 
f«r  as  possible  an  even  temperature  of  the 


coil  by  keeping  it  in  close  proximity  to  the 
giisolene,  and  further  to  protect  it  from  rain 
and  damp  atmosphere;  the  coil  Is  soldered 
and  sealed  into  the  tank.  The  battery  is 
hung  directly  underneath  the  coil  or  tank, 
which  makes  the  wiring  as  simple  as  pos- 
sible. The  spark  and  switch  grip,  on  which 
patents  are  pending,  is  a  distinct  departure. 
Ir  is  usual  with  motor  bicycles  and  tricycles 
to  have  a  removable  key  somewhere  between 
tlie  battery  and  the  handle  bars  to  discon- 
nect the  current  when  the  motor  is  not  in 
use.  A  fm'ther  switch  is  used  in  the  handle 
bar,  and  the  current  there  is  completed  by 
means  of  a  grip  switch.  This  is  connecting 
and  disconnecting  the  current  at  two  points. 
To  obviate  this  the  Californians  have  in- 
vented a  switch  in  the  handle  bar  using  a 
removable  key.  By  pressing  this  key  with 
the  flnger  it  completes  the  circuit,  and  by 
pressing  the  thumb  on  the  opposite  side  it 


RECORDING  MILES  COASTED 


How  the  Distance  Saved  by  use  of  Coaster- 
Brakes  may  be  Tallied. 


breaks  the  circuit.  It  is  positive  in  its  ac- 
tion. It  simplifies  the  starting  of  the  ma- 
I'hine,  prevents  short  circuiting  and  permits 
the  use  of  rubber  grips,  which  help  to  ab- 
sorb what  little  vibration  there  may  be  in 
the  handle  bars. 

The  motor  is  driven  by  a  belt;  the  idler, 
being  hung  on  a  spring,  is  claimed  to  be 
self-adjusting  and  to  take  up  the  slack  as  re- 
quired. 

One  of  the  bicycles,  which  is  the  inven- 
tion of  R.  C.  Marks,  formerly  of  Toledo, 
Ohio,  is  expected  in  New  York  within  the 
next  week  or  two;  it  will  be  exhibited  at  the 
California  Co.'s  branch,  335  Broadway. 


Dont's  Lilce  Cheap  flachines. 

In  view  of  the  fact  that  there  has  during 
the  last  season  been  a  good  demand  for  the 
better  class  of  bicycles  in  Great  Britain,  the 
action  of  the  Rover  Cycle  Co.  in  coming  out 
with  a  10-guiuea  machine  of  the  highest 
grade  is  being  severely  criticised  by  the 
greater  portion  of  the  trade.  The  machine 
in  question  is  fitted  with  two  brakes,  a  free 
wheel,  best  tires  and  plated  rims,  and  is 
splendidly  finished.  It  is  understood  that 
the  Rover  Co.  will  make  this  practically  their 
mainstay.  If  there  is  a  higher  priced  wheel 
put  out  by  it  there  will  be  but  little  differ- 
ence to  distinguish  them. 


It  will  be  recalled  that  a  short  time  ago  it 
was  pointed  out  in  these  columns  tbat  a 
cyclometer  which  would  measure  the  mile- 
age coasted  by  the  rider  of  a  coaster  brake 
machine  would  fill  a  want. 

The  necessity  for  making  a  rather  elabor- 
ate calculation  if  the  crank  hanger  is  utilized 
for  affixing  the  cyclometer — due  to  the  fact 
that  the  latter  is  designed  to  record  wheel 
revolutions,  while  the  crank  travels  at  less 
than  half  the  speed  of  the  wheel— empha- 
sized this  want.  To  all  appearances,  how- 
ever, it  was  never  filled. 

It  has  remained  for  an  English  rider  to 
come  forward  with  a  solution  of  the  problem. 
It  is  such  a  simple  suggestion  that  the  won- 
der is  that  it  was  not  thought  of  before,  and 
it  is  quite  probable  that  it  was  thought  of 
and  and  made  use  of  and  then  forgotten. 

His  method  is  to  attach  an  ordinary  cyclo- 
meter to  the  rear  fork  end,  in  such  a  manner 
that  it  will  be  actuated  by  a  striker  on  the 
sproket  wheel.  This  will,  of  course,  record 
the  number  of  miles  pedalled,  and  by  sub- 
stracting  this  reading  from  that  of  the  cyclo- 
meter attached  to  the  front  wheel  in  the 
usual  manner,  the  distance  coasted  will  be 
obtained.  The  only  difficulty  is  to  find  a  way 
of  fitting  the  cyclometer  to  the  back  wheel. 
How  this  is  done  the  rider  explains: 

"This  is  the  trick,"  he  says:  "Fix  one 
cyclometer  on  the  front  wheel  as  usual;  have 
an  attachment  made,  if  necessary,  to  fix  the 
other  one  to  back  fork  end  or  axle  on  clutch 
c'lometer  to  drive  the  star  wheel  in  the  right 
side.  To  make  a  star  wheel  striker  take  a 
short  piece  of  cycle  spoke,  flatten  one  end  of 
it  and  bend  it  to  a  right  angle,  firmly  solder 
the  flattened  end  to  the  outer  edge  of  the 
clutch  ring,  adjust  this  striker  and  the  cy- 
direction.  Tiie  rear  cyclometer  only  regis- 
ters when  the  machine  is  pedalled,  but  the 
fore  one  registers  the  whole  distance;  at  the 
end  of  the  journey  subtract  one  record  from 
the  other.  The  result  will  be  the  distance 
free-wheeled,  and  that  distance  may  surprise 
the  habitual  free-wheeler." 


Almost  a  Motocyle  Primer. 

To  their  several  publications  bearing  on 
the  Mitchell  motor  bicycle  the  Wisconsin 
Wheel  Works,  Racine,  Wis.,  have  just  added 
another  one,  and  the  most  instructive  and 
valuable  of  all.  "SMiile  it  is  designed  mainly 
to  detail  the  manner  of  operating  and  caring 
for  the  Mitchell,  it  contains  diagrams  of  the 
several  vital  parts  that  make  it  almost  a 
motocycle  primer;  it  shows  clearly  exactly 
how  they  are  constructed,  and  explains  ex- 
plicitly hoAV  best  to  take  care  of  them  and  to 
make  the  motor  do  the  work  which  it  is 
designed  to  do.  The  little  book  is  of  vest 
pocket  size  and  bound  in  stiff  cardboard.  It 
is  full  of  information  and  instruction,  par- 
ticularly for  the  novice  and  the  man  who  is 
"just  thinking"  of  motor  blcj'cles. 


318 

0" 


THE  BICYCLING  WORLD 


\ 


The  Eagle  Bicyc 


TORRINQTON, 


1MAKE 


STANDARD     AGE 


u^^^^ 


For  FIFTEEN  YEARS  we  have  been  coming  regularly  to  th 
Dealers  cannot  afford  to  exert  their  energies  nor  spend  tt 
name  nor  reputation*  It  is  an  injustice  to  the  purchaser  i 
grade  of  machines*  The  public  is  willing  to  pay  a  fair  pi 
value  of  a  bicycle  made  and  sold  under  an  established  name 


It  is  acknowledged  that  there  are  now   only   two 
types  of  bicycles:  THE  EAGLE     ^     ^     ^ 

and  the  bicycle   of    common    construction,  to  wit: 
**The  bicycle  of  the  past/^     ^     ^     ^     ^     jf- 

*  I  'HE  wide  range  of  choice  offered,  makes 
the  Eagle  line  the  most  complete  ever 
made  in  one  factory. 

While  we  manufacture  bicycles  exclu- 
sively, and  in  very  large  quantities,  it  is  not 
our  aim  to  become  recognized  as  the  largest 
manufacturers  of  bicycles,  but  rather  to 
become  known  throughout  the  world  as 
makers  of  the  best  bicycle  that  money,  skill 
and  modern  machinery  can  produce. 

We  do  not  continue  to  manufacture  one 
stereotyped  pattern  because  it  is  cheaper  to 
do  so,  but  are  constantly  striving  to  excel. 


We  spare  no  expense  in  making  improvements. 
There  are  more  new  and  good  features  in  Eagle 
Bicycles  than  in  all  other  makes  combined.   ^    ^ 


THE  BICYCLING  WORLD 


313 


Mfg.  Company 


e 


3NNECTICUT, 


OF: 


\CY     BICYCLES 


de  with  goods  that'  please  the  people  and  find  ready  sale* 
ime  in  furthering  the  sale  of  machines  that  have  neither 
unprofitable  to  the  dealer  to  handle  other  than  a  standard 
:or  a  sterling  article^  and  realize  now  more  than  ever  the 
.  fully  guaranteed. 


J^^^ 


r,  because  it  is  mechanically  correct, 
^  Rigid  and  immovable,  yet  more 
!e  and  easier  of  repair.       «^      ^       ^ 


TH  this  construction  the  front  and  rear  parts 
of  the  frame  are  made  separate  and  are  fastened 
er  mechanically  at  crank  bracket  and  seat 
luster. 

he  fastening  at  the  crank  hanger  is  effected 
;ans  of  an  interna!  sleeve  and  lock  nut. 
turned  steel  bearings  are  fitted  into  the 
and  by  removing  the  left  crank  and 
;et,  the  sleeve   and     crank   shaft   may    be   with- 

without  disturbing  the  adjustment  of  the  bearings, 
he  upper  rear  frame  is  joined  to  the  main  frame  by  a  lock 
iving  both  right  and  left  hand  threads.  This  device  also 
ly  fastens  the  seat  post  by  forcing  against  it  an  internal 
g  plug,  while  it  simultaneously  draws  together  and  rigidly 
s  the  rear  frame  to  the  front  frame — a  simple,  effective  and 
nically  perfect  manner  of  accomplishing  two  results  by  one 
ion.     Eagle  Models  No.  i6  and  i8  embody  this  construction. 


^  ^  The  primitive  method  was  to  weld  all  joints 
securely.  ^  The  modern  method  is  to  make  them 
in  separate  pa/ts  and  fasten  by  ingenious  devices. 


THE 

EAGLE 

NEW 

FRAME 

CONSTRUCTION. 

"PATENTED." 


3J8 


THE  BICYCLING  WORLD 


Th 


ST 


Jc^^ 


It  is  acknowledged  1 
types  of  bicycles:  X 
and  the  bicycle  of  i 
^'The  bicycle  of  the 

npHE  wide  range  c 

the  Eagle  line  j 

made  in  one  factory.! 

While  we  manJ 

sively,  and  in  very  Is 

our  aim  to  become  n 

manufacturers  of   bi 

become    known    thr 

makers  of  the  best  b 

and  modern  machint 

We  do  not  contin 

stereotyped  pattern  i 

do  so,  but  are  constc 


-^ 


318 


THE  BICYCLING  WORLD 


THE  BICYCLING  WORLD 


313 


The  Eagle  Bicycle  Mfg.  eompany 


TORRINQTON,  CONNECTICUT, 
--MAKERS   OF- 


STANDARD     AGENCY     BICYCLES. 


For  FIFTEEN  YEARS  we  have  been  coming  regularly  to  the  trade  with  goods  that'  please  the  people  and  find  ready  sale. 
Dealers  cannot  afford  to  exert  their  energies  nor  spend  thdr  time  in  furthering  the  sale  of  machines  that  have  neither 
name  nor  reputation.  It  is  an  injustice  to  the  purchaser  and  unprofitable  to  the  dealer  to  handle  other  than  a  standard 
grade  of  machines.  The  public  is  willing  to  pay  a  fair  price  for  a  sterling  article,  and  realize  now  more  than  ever  the 
value  of  a  bicycle  made  and  sold  under  an  established  name  and  fully  guaranteed. 


^t^ 


-^ 


It  is  acknowledged  that  there  are  now  only   two 
types  of  bicycles:  THE  EAGLE     ^    <^    ^ 

and  the  bicycle   of   common   construction,  to  wit: 
"The  bicycle  of  tfte  past."     J-     j^     J^     jn     jf. 

'T'HE  wide  range  of  choice  offered,  makes 

the  Eagle  line  the  most  complete  ever 

made  in  one  factory. 

While  we  manufacture  bic)clcs  exclu- 
sively, and  in  very  large  quantities,  it  is  not 
our  aim  to  become  recognized  as  the  largest 
manufacturers  of  bicycles,  but  rather  to 
become  known  throughout  the  world  as 
makers  of  the  best  bicycle  that  money,  skill 
and  modern  machinery  can  produce. 

We  do  not  continue  to  manufacture  one 
stereotyped  pattern  because  it  is  cheaper  to 
do  so,  but  are  constantly  striving  to  excel. 


We  spare  no  expense  in  making  improvements. 
There  are  more  new  and  good  features  in  Eagle 
Bicycles  than  in  all  other  makes  combined.   «5«   ^ 


Better,  because  it  is  mechanically  correct. 
^  ^  Rigid  and  immovable,  yet  more 
ample  and  easier  of  repair.       ^      j-      j- 


WHTH  this  construction  the  front  and  rear  parts 
"'  of  the  frame  are  made  separate  and  are  fastened 
logetlier  mechanically  at  crank  bracket  and  seat 
post  cluster. 

I'he  fastening  at  the  crank  hanger  is  effected 
"J  means  of  an  internal  sleeve  and  lock  nut, 
Be  turned  steel  bearings  are  fitted  into  the 
*«ve,  and  by  removing  the  left  crank  and 
s^tocket,  the  sleeve  and  crank  shaft  may  be  with- 
^»wii  without    disturbing    the     adjustment     of    the    bearings. 

'''he  upper  rear  frame  is  joined  to  the  main  frame  by  a  lock 
""'  '"ving  both  right  and  left  hand  threads.  This  device  also 
Purely  fastens  the  seat  post  by  forcing  against  it  an  internal 
binding  piug_  ^^iig  ^  simultaneously  draws  together  and  rigidly 
*"'res  the  rear  frame  to  the  front  frame— a  simple,  effective  and 
"Mhanically  perfect  manner  of  accomplishing  two  results  by  one 
•Pwatlon.     Eagle  Models  No.  i6  and  i8  embody  this  construction. 


^  ^  The  primitive  method  was  to  weld  all  joints 
securely.  ^  The  modern  method  is  to  make  them 
in  separate  parts  and  fasten  by  ingenious  devices. 


THE 

EAGLE 

NEW 

FRAME 

CONSTRUCTION. 

"PATENTED." 


320 


THE  BICYCUNG  WORLD 


TH05E  WHO  ARE  SEEKING 


A  strictly  high  grade  equipment  and  a 
quality  that  is  standard,  the  country  over, 
cannot  afford  to  overlook  our  line. 


The  Hartford  Single  Tube 

and   the 

Dunlop  Detachable  Tir 


have  a  name  and  fame  everywhere  as  being  the  most 
successful   and  reliable    of    their  respective  types. 

THEY    RAISE   THE    STANDARD   OF   ANY    PRODUCT 
IN  THE  ESTIMATION  OF  THE  PURCHASER. 


There  are  none  better,  and  few  as  good ; 
none  as  well  and  favorably  known. 


OUR  REPUTATION  WILL  NOT  PERMIT  OF  OUR 
MAKING  ANY  INFERIORgARTICLE 

;6^ 


THE  BICYCUNG  WORLD 


32J 


TOO  MUCH  GLOOM 


A    Dealer  Takes  his   Brethern   to   Task 
Finds  Some  Bright  Spots. 


"You  must  not  believe  that  the  business  is 
as  bad  as  it  is  painted,"  remarked  a  well 
iinown  dealer  recently,  "or  think  that  we  do 
not  make  occasional  sales,  even  at  this  sea- 
son of  the  year. 

"It  has  not  gone  quite  that  far  yet,"  he 
went  on.  "The  day  of  bigness  has  gone  by, 
of  course.  Big  stores,  big  sales,  big  money- 
all  have  passed  away,  and  we  who  remain 
in  the  business  must  content  ourselves  with 
little  things.  We  must  get  away  from  all  the 
old  ideas,  all  the  old  points  of  view.  If  the 
sales  have  shrunk,  if  prices  are  no  longer 
what  they  were  a  few  years  ago,  if  we  re- 
joice as  much  over  one  sale  as  we  did  over 
a  dozen  in  the  days  of  the  boom,  we  should 
remember  that  there  is  another  side  to  the 
picture.  The  oldtime  expenses  no  longer 
rule.  We  don't  have  the  store  rent  or  the 
clerk  hire  or  the  repairmen's  wages  to  pay 
as  we  did.  There  is  no  sucTi  lavish  spending 
as  we  were  once  accustomed  to. 

"When  you  come  to  think  of  it,  the  net 
result  was  not  so  vastly  different  where 
most  of  us  were  concerned.  A  few  dealers 
made  a  lot  of  money,  most  of  us  made  a 
little,  and  some  lost  it,  even  in  the  late  nine- 
ties. But  if  a  balance  were  struck  it  would 
show  pretty  plainly  that,  in  the  retail  trade 
at  least,  the  average  profits  were  not  great. 

"Now,  I  don't  attempt  to  say  that  we  deal- 
ers ai-e  an  enviable  lot,  or  that  we  have  any 
particular  cause  to  congratulate  ourselves  on 
being  in  such  a  business.  But  there  is,  or 
ought  to  be,  moderation  in  all  things,  and 
just  now  it  is  seldom  practised  in  talking  of 
the  bicycle  business.  If  there  wasn't  some 
kind  of  a  living  in  it  we  could  not  hang  on 
the  way  we  do,  and  yet  you  know  that  we 
do  cling  pretty  tenaciously.  In  fact,  the  busi- 
ness would  be  a  much  better  one  if  a  few 
more  of  us  would  drop  out. 

"As  for  myself,  I  manage  to  eke  out  an 
existence.  My  family  is  provided  with  food, 
heat,  light  and  clothes,  not  to  mention  a  few 
incidentals  not  necessary  to  emphasize.  It 
is  true  that  it  does  not  all  come  out  of  selling 
and  repairing  bicycles.  I  handle  a  few  ar- 
ticles on  the  side,  and  manage  to  make  the 
balance  come  on  the  right  side  of  tlie  ledger 
with  their  aid. 

"So  what  is  the  use  of  always  playing  the 
Jeremiah?  If  we  don't  like  it  we  can  leave 
it;  and,  really,  I  think  th'e  ones  who  are  the 
bitterest  and  the  most  doleful  ought  to  do 
this. 

"Speaking  for  myself,  I  hang  on  because 
the  best  years  of  my  life  have  been  spent  in 
the  business,  and  I  would  feel  very  strange 
turning  my  hand  to  anything  else.  Besides, 
I  can't  get  rid  of  the  idea  that  there's  going 
to  be  a  change  for  the  better  before  very 
long.  There's  no  lane  so  long  that  It  does 
Bot  come  to  an  end  somewhere,  no  business 


so  bad  that  It  does  not  come  to  the  worn* 
sooner  or  later. 

"If  you  only  go  down  far  enough  you'll 
strike  bottom,  and  it  seems  to  me  that  we 
are  pretty  near  that  point  now.  So  I  am 
going  to  hold  on,  for  there  is  no  telling  when 
the  turn  of  tlie  tide  will  come." 


aiFE  OF  TIRES 


Veeder  Changes  Shape. 

With  all  rivals  routed  and  with  the  field 
entirely  to  themselves,  the  Veeder  Mfg.  Co. 
might  easily  have  "let  well  enough  alone" 
and  continued  the  Veeder  cyclometer  un- 
altered.    But   they    saw   an   opportunity   to 


make  easier  the  reading  of  the  instrument 
and  accordingly  the  round  barrel  shape  has 
been  abandoned,  the  1902  model  being  of  the 
shape  shown  by  the  accompanying  illustra- 
tion. The  figures  being  placed  on  a  perfect 
level  and  at  an  angle  that  permits  them  to 
be  more  readily  seen  from  the  saddle,  the 
improvement,  _though  small,  accomplishes  a 
Avell  defined  purpose;  the  mechanism  of  the 
cyclometer  remains  unchanged. 


Bevin's  new  Bell. 

While  the  1902  Catalog  of  the  Bevin  Bros. 
Mfg.  Co.,  Bast  Hampton,  Conn.,  was  issued 
only  a  few  weeks  ago,   that  old  but  very- 


much-alive  concern  has  since  added  to  its 
line  another  bell,  the  Royal  Chime,  shown  by 
the  accompanying  illustration.  It  is  of  the 
rotary  movement  type,  with  stationary  gongs 
and  is  listed  at  a  price  that  is  interesting,  to 
say  the  least. 


The  Retail  Record. 

West  Palm  Beach,  Fla.— F.  H.  Marshall 
has  opened  a  new  store. 

Ithaca,  N.  Y.— E.  S.  Robinson  will  open  a 
new  store  at  118  West  State  street. 


Are  Thin    Sides  a  Factor?— Cushions  and 
<'  Inflated  Cushions  "  Recalled. 


What  is  a  pneumatic  tire?  At  this  late 
day  almost  any  one  can  answer  such  a 
simple  question.  An  envelope  of  rubber  and 
canvas,  containing  air,  will  be  the  triumpli- 
ant  answer,  and  the  questioned  one  wiW 
look  for  approval  of  his  readiness. 

The  question  is  brought  to  muid  by  an 
article  in  a  contemporary  "touchin'  on  and 
appertainin'  to"  such  things  as  the  life  of 
tires,  the  advantages  of  compressing  the 
rubber  and  the  like.  The  contention  is  made 
that  compression  adds  to  the  life  of  the  tire 
—that  is,  both  to  its  longevity  and  its  resil- 
iency. The  undotibted  fact  that  the  latter 
quality  is  best  secured  by  making  tires  with 
thin  sides  is  dwelt  upon. 

In  the  old  days,  when  the  pneumatic  tire 
was  just  setting  out  in  good  earnest  to  con- 
qtier  the  world,  tires  with  walls  of  the  same 
thickness  all  around  were  derisively  termed 
inflated  cushions  by  no  inconsiderable  por- 
tion of  the  trade  and  public.  The  fact  that 
they  had  a  hole  in  them,  and  that  this  hole 
contained  air,  did  not  protect  tires  of  this 
character  from  such  derogatory  terms.  In- 
flated cushions  they  were  termed  if  their 
walls  were  not  graduated,  and  it  made  little 
difference  whether  their  cross  diameter  was 
largo  or  small. 

It  was  held,  and,  indeed,  demonstrated, 
that  a  nice  graduation  of  the  walls  of  tlie 
tire  made  it  vastly  more  resilient.  Not  only 
was  thickness  of  walls  unnecessary,  but  it 
was  a  positive  detriment. 

In  the  original  cushion  tires,  for  example, 
the  weak  point,  the  fatal  defect,  was  almost 
invariably  found  in  these  same  walls.  As 
the  wheel  rolled  around  and  brought  the 
weight  on  the  portion  of  the  tire  in  contact 
with  the  ground,  and  then,  passing  on,  re- 
leased it.  a  bellows-like  action  was  conveyed 
to  the  tire.  In  the  course  of  time  this  de- 
stroyed the  life  of  the  rubber  and  frecjuently 
caused  the  sides  of  the  tire  to  split.  When 
this  happened,  as  it  did  in  thousands  of 
cases,  the  tire  was  rendered  useless,  and  in 
a  short  time  had  to  be  thrown  away. 

The  same  action,  in  a  less  marlved  form, 
frequently  took  place  with  an  "inflated 
cushion."  The  bellows  action  caused  the 
disintegration  of  the  strands  of  the  fabric, 
and  the  tire  would  frequently  explode  with  a 
loud  report.  This  even  liappened  sometimes 
with  the  outer  covers  of  detachable  tires. 
where  the  walls  were  of  the  same  thickness 
all  the  way  around. 

In  the  tires  of  to-day  the  defect  is  not  so 
noticeable.  This  arises  from  two  causes- 
one  a  marked  improvement  in  tlie  processes 
of  manufacture  of  pneumatic  tires,  and  the 
other  the  almost  universal  tendency  to  make 
the  tread  much  thicker  than  the  walls. 

Across  the  water  the  matter  has  been  car- 
ried even  further.  Lighter  tires,  for  racing 
on  track  and  road,  are  put  out  without  any 
rubber  on  the  sides,  and  with  just  enough 
fabric  to  confine  the  air.  They  are  remark- 
ably resilient,  of  course,  but  their  fragility 
prevents  their  ever  becoming  popular. 


322 


THE  BICYCUNG  WORLD 


There  can  be 

Nothing  Better 

than  the 

OAK 
SADDLE 


simply  because 

Notliing  Better 

can  be  made, 
and  as 

We  Make  Each 
and  Every  Part 

of  it, 

we  are  able  to  name  a 
price  and  to  back  it  with  a 

Guarantee 

such  as  goes  with 

No  Other  Saddle 


Investigate  for  Yourself. 


Newark  Cycle  Specialty 
Company, 

NEWARK,  NEW  JERSEY. 


Function  of  the  Chain  Adjuster. 

There  are  too  many  riders  who  appear  to 
think  that  the  function  of  a  chain  adjuster 
is  to  liold  the  back  wheel  in  the  frame  in 
conjunction  with  the  axle  nut.  They  give 
tlie  latter  a  turn  with  a  wrench,  and  if  that 
tightens  it  enougli  to  hold  the  axle  in  the 
frame  slot,  well  and  good;  if  not,  the  chain 
adjuster  will  do  the  rest,  they  seem  to  argue. 
Just  because  the  latter  will  sometimes  hold 
a  Avheel  when  the  axle  nuts  loosen  is  no 
reason  why  it  should  be  expected  to  do  so. 
It  is  not  designed  with  that  purpose  in  view, 
and  if  the  thread  does  not  strip  or  the  screw 
or  ring  break  it  is  due  to  good  luck  and  not 
to  good  management  on  the  part  of  the  rider. 
The  axle  nuts  should  be  firmly  secured,  par- 
ticularly the  one  on  the  chain  side,_as  there 
is  a  great  strain  on  them  consequent  upon 
the  stress  of  driving. 


Motor  Bicycle  for  Womankind. 

While  the  glory  of  being  the  first  to  pro- 
duce a  motor  bicycle  for  women  still  awaits 
some  American,  several  machines  of  the  sort 
have  made  their  appearance  in  England.  The 


Bicycling  World  has  already  illustrated  two 
of  them,  the  Singer  and  the  Excelsior.  The 
accompanying  cut  shows  a  later  arrival,  the 
Ival.  

Novelty  in  Speed  Indicators. 

Something  new  in  speed  indicators  has 
made  its  appearance  on  "the  other  side."  It 
is  thus  described:  The  indicator  is  fixed  in- 
side the  front  wheel,  revolving  in  it,  one 
end  being  attached  to  the  hub  and  the  other 
to  tlie  rim.  The  centrifugal  force  as  the 
speed  increases  gradually  carries  a  small 
weight  from  the  centre  of  the  wheel,  which 
action  unrolls  a  tape  off  one  on  to  another 
roll.  Silver  figures  printed  on  this  tape 
show  the  speed  in  miles  per  hour  to  the 
rider  throuiih  an  aperture  in  the  case  be- 
tween the  two  rolls;  a  spring  holds  the 
w(  i'ilit  in  check,  so  tliat  it  always  assumes 
the  same  distance  from  the  centre  at  the 
san:e  .speed.  The  weight  complete  is  about 
two  ounces. 


iC 


Hussey  Connects  With  Canada. 

The  Hussey  handle  bar  will  hereafter  be 
made  on  both  sides  of  the  border.  The  in- 
ventor, P.  L.  Hussey,  has  licensed  the 
Canada  Cycle  and  Motor  Company,  Toronto, 
to  manufacture  and  sell  the  bar  in  the 
Dominion. 

'How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them."  $1.  The 
Goodiiinii  Co.,  Box  649,  New  York.  ••• 


Yii  Arc 
itcrcsW 


1 


WORLDHI 


WILL  SUKELY 
INTEIEST  YIDE 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of     mechanical 
terms    is    needed  to 
understand    it. 

PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUH^DING, 

NEW  YORK  CITY. 


$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE  COPY  ON  APPLICATIW. 


THE  BICYCUNG  WORLD 


323 


CATALOGS  OF  THE  YEAR 


In  Color  and  General  Get=up  Equal  to  Past 
Standards— Some  of  Them. 


The  1902  catalogues  are  now  putting  in 
their  appearance,  and,  generally  speaking, 
they  are  as  attractive  and  interesting  and 
full  of  color  as  any  that  hare  marked  pre- 
vious years. 

Those  issued  by  the  American  Cycle  Manu- 
facturing Company  constitute  quite  a  galaxy 
in  themselves.  It  is  ditHeult  to  say  which 
desei-ves  the  palm,  but  it  is  a  fair  guess  that, 
viewed  from  the  outside,  the  average  man 
.would  be  most  apt  to  select  either  the  Co- 
lumbia or  the  Tribune  catalogue,  with  the 
odds  favoring  the  latter.  Its  cover  of  daint- 
ily harmonized  pink,  gold  and  robin's  egg 
blue  tickles  the  eye  at  first  glance.  The 
Columbia  cover  is  in  hardier  and  more  ob- 
trusive colors,  illuminated  by  a  cycling  scene 
in  early  spring  that  conjures  pleasant  mem- 
ories and  reflections. 

So  far  as  the  letter  press  is  concerned,  the 
Rambler  book  is  most  crisply  and  happily 
written.    Let  the  preface  speak  for  itself: 

"Nothing  Is  more  impressive  than  that  evo- 
lution is  seen  In  everything.  Compare  the 
first  railroad  train  with  the  present  vesti- 
buled  limited;  the  ancient  sailing  vessel  with 
the  modern  ocean  liner;  the  primitive  print- 
ing press  of  Franklin's  day  with  the  mam- 
moth printing  machinery  of  the  present,  and 
so  on,  ad  infinitum.  The  strides  made  in  the 
inventive  field  within  the  last  quarter  of  a 
century  have  been  marvelously  greater,  as 
we  all  know,  than  in  any  like  period  of  the 
world's  historv. 

"The  sculptor's  reputation  is  not  made  by 
the  first  work  of  his  chisel,  neither  do  the 
earlier  efforts  of  the  draughtsman  show  the 
highest  attainments  in  architecture;  the  best 
in  everything  is  the  result  of  making  the 
good  better  and  in  keeping  everlastingly  at 
it.  It  is  the  process  of  refinement.  Under 
the  master  hand  crudity  gives  way  to  grace- 
ful lines;  weight  and  clumsiness  yield  to 
lightness;  strength  and  simplicity  strive  for 
supremacy,  and  beauty  is  triumphant.  The 
manufacturer  seeks  perfection  in  his  crea- 
tion, as  the  growing  plant  seeks  the  light. 

"In  this  twenty-third  year  of  its  manu- 
facture, the  Rambler  bicycle,  like  the  artist's 
masterpiece,  shows  the  finishing  touches  of 
its  creator's  hand.  Good  at  first,  it  has  been' 
infinitely  improved  each  succeeding  season. 
It  has  been  sublimated,  we  may  say,  to  use 
an  expressive  figure  of  speech— refined,  ideal- 
ized, perfected—until  now  it  is  a  thing  of 
absolute  delight  to  the  wheelman  and  of 
proud  satisfaction  to  the  manufacturer." 

The  Crescent  and  Monarch  catalogues  are 
not  devoid  of  attractiveness  and  interest,  but 
they  are  easily  outclassed  by  the  others. 
The  Cleveland  book  has  been  delayed,  an 
advance  pamphlet  being  made  to  serve 
meanwhile. 

The  catalogues  make  one  thing  plain:  That 
if  uniformity  of  design  and  construction  was 


a  cardinal  Idea  in  the  formation  of  the 
American  Bicycle  Company— which  may  be 
doubted— little  has  been  done  in  that  direc- 
tion. Each  of  the  bicycles  has  an  abund- 
ance of  personality  and  exclusiveness  all  its 
own. 

"Making  the  Morrow  Coaster  Brake"  is 
the  title  of  the  Eclipse  Manufacturing  Com- 
pany's annual,  the  title  page  depicting  a 
workman  pushing  a  "run"  of  Morrows  into 
the  cherry  red  annealing  furnace,  the  rich 
red  casting  its  glow  over  the  whole  scene; 
the  back  cover  pictures  the  big  Eclipse  fac- 
tory at  Elmira,  the  only  one  in  the  world 
devoted  exclusively  to  the  manufacture  of 
coaster  brakes.  Between  the  covers  is  told 
the  story  suggested  by  the  title  of  the  catal- 
ogue. Faithful  photographs  of  the  men  and 
the  machines  that  produce  the  Morrow  are 
reproduced,  each  succeeding  page  carrying 
the  reader  from  one  process  to  the  other.  It 
is  a  publication  that  adds  to  one's  informa- 
tion and  instruction. 


SPOILING  GOLDEN  EGGS 


How  Motocycle  flakers  Injure  Their   Inter- 
est by  Juggling  With  r'rices. 


How  riarshes  Have  Been  Improved. 

The  Marsh  motor  bicycle  for  1902  Is  a 
considerably  altered  and  improved  and  more 
attractive  machine,  as  the  illustration  ac- 
companying the  ad.  attests.  It  is  in  the 
fullest  sense  a  motor  bicycle,  and  not  merely 
a  motor  bolted  to  a  bicycle,  the  motor,  as 
will  be  seen,  now  being  built  into  place  and 
displacing  the  seatmast  tube;  it  is  secured 
rigidly  to  the  bottom  bracket  by  four  strong- 
lugs  which  form  a  part  of  the  crank  hanger 
forging;  at  the  top  it  is  held  by  a  steel 
union  connection  to  the  seatmast  extension. 

The  motor  is  1%  horsepower,  actual  brake 
test.  The  fuel  tank  holds  sufficient  gasolene 
for  from  80  to  100  miles,  and  is  neatly  sus- 
pended under  the  top  tube  of  the  frame.  The 
battery  is  of  the  box  type,  holding  four  cells, 
and  is  placed  just  to  the  rear  of  the  saddle 
on  the  back  stays;  this,  the  Marsh  people 
say,  is  an  essential  feature  from  a  tourist's 
point  of  view,  in  the  event  of  i*  becoming 
necessary  to  renew  the  battery  on  the  road. 
The  coil  is  the  best  obtainable,  and  requires 
no  attention  whatever;  it  will  last  indefi- 
nitely if  not  carelessly  broken.  A  new  spark 
plug,  asserted  to  be  non-breakable,  is  among 
the  improvements. 

The  mufller  is  neat  and  compact,  being 
placed  under  the  hanger,  and  renders  the 
n;achine  practically  noiseless.  The  carburet- 
ter is  of  the  well  known  float  feed  type. 
The  power  is  transmitted  from  the  engine  to 
the  rear  wheel  by  means  of  a  specially  pre- 
pared flat  leather  belt  of  double  thickness. 

The  bicycle  proper  is  built  specially  for  the 
purpose  for  which  it  is  employed.  There  are 
no  ordinary  bicycle  joints  in  the  frame,  all 
fittings  being  extra  heavy  drop  forgings  ma- 
chined in  the  Marsh  factory,  with  new  and 
accurate  machinery  made  especially  for  the 
purpose.  The  forks  are  extra  strong,  the 
crown  being  made  up  of  three  drop  forged 
plates,  and  the  sides  of  1%-inch  heavy  .gauge. 


It  is  the  general  opinion  that  business  at 
the  two  recent  British  shows  was  much  bet- 
ter than  for  a  number  of  years  past. 


Editor  The  Bicycling  World: 

As  manufacturers  of  motor  cycles,  we  be- 
lieve there  is  one  point  that  should  be  care- 
fully considered  by  concerns  now  engaged 
in,  or  intending  to  engage,  in  this  line  of 
business,  and  as  the  game  is  very  young,  it 
is  well  .wortl'  the  alteuliou  of  ail,  as  we  be- 
lieve it  is  of  vital  importance.  To  illustrate 
what  we  say,  and  as  a  sort  of  text,  we  would 
cite  a  recent  instance. 

We  received  an  inquiry  concerning  our 
Mitchell  motor  cycle  from  a  prominent  East- 
ern physician,  to  which  we  promptly  re- 
sponded by  sending  our  descriptive  catal- 
ogue, and  quoting  him  our  regular  retail 
price  of  $200.  It  afterwards  transpired  that 
on  the  same  day  he  wrote  us,  he  wrote  to 
every  other  manufacturer  of  motor  cycles  in 
the  country  whose  address  he  was  able  to 
procure,  and  with  the  single  exception  of 
ourselves,  every  one  of  these  manufacturers 
to  whom  he  wrote  quoted  him  either  low 
agent's  prices,  or,  in  some  eases,  jobbing 
prices.  This  man  was  amply  able  to  pay  the 
full  price  for  his  machine;  he  would  not 
under  any  circumstances  put  in  any  time  in 
interesting  prospective  purchasers;  he  would 
not  act  as  agent  for  the  machine,  and  while 
the  manufacturer  who  quoted  the  agent's  or 
the  jobber's  prices  to  him  might  be  able  to 
introduce  his  machine  in  that  locality,  he 
would  run  the  risk  of  killing  for  all  time 
the  chance  of  securing  a  good  representative, 
one  who  would  push  the  sale  and  be  inter- 
ested in  taking  care  of  the  machines  for 
what  there  was  in  it.  It  is  our  belief  that 
there  are  tens  of  thousands  of  people  in  the 
United  States  with  $200  who  would  not  hesi- 
tate an  instant  to  put  that  amount  into  a 
motor  bicycle,  as  soon  as  they  can  be  shown 
that  the  machine  is  practical  and  reliable. 
The  combined  capacity  of  all  the  factories 
putting  out  motor  bicycles  in  the  United 
States,  providing  each  one  of  them  is  build- 
ing a  really  practical  machine,  would  not  be 
sufficient  to  fill  the  demand  that  is  sure  to 
come.  It  looks  very  foolish  to  those  who 
have  been  through  the  bicycle  game  for  the 
last  twenty  years  to  see  these  manufactur- 
ers deliberately  attempt  to  kill  the  goose 
that  is  laying  a  golden  egg,  although  the 
egg  in  this  case  is  not  an  unreasonably  large 
one. 

We  are  writing  you  this,  not  to  be  pub- 
lished unless  you  see  fit  to  do  so.  We  would 
suggest,  rather,  that  you  make  it  the  sub- 
ject of  an  editorial,  and  trust  you  will  do 
so  at  an  early  date,  providing  our  senti- 
ments, as  briefly  outlined  above,  meet  with 
your  approval. 

WISCONSIN  WHEEL  WORKS, 

S.  F.  Heath,  Sales  Manager. 
Racine  .lunction,  Wis.,  Dec.  31,  1901. 


324  THE  BlL^yCLING  WORLD 


*' Knowledge  is  Power" 

and    than    now 

it  wag  never  more   powerful   in  the  Cycle  Trade. 

.The  Dealer  Who  Knows 
What's  What  and  Who's  Who 

and  who  keeps  himself  constantly  informed 

Is  the  One  Who  Will  Survive. 


IT   IS  THE  MISSION   OF 


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i 


THE  BICYCUNG  WORLD 


325 


About  the  Manufacturing  Nations. 

The  great  competing  manufacturing  or 
machine-using  States  of  the  world  are  the 
United  States,  the  United  Kingdom,  Ger- 
many, France,  Belgium  and  the  Netherlands, 
says  an  economic  writer  of  national  reputa- 
tion. 

Their  population,  in  round  numbers,  figures 
about  230,000,000,  of  which  the  people  of  the 
United  States  count  one-third.  Outside  these 
countries  there  are  more  than  1,200,000,000 
people  waiting  for  a  supply  of  the  manufac- 
tured goods  of  these  machine-using  countries. 
Other  European  countries— Austria,  Italy, 
Spain— barely  supply  their  own  wants,  while 
the  competition  in  manufactures  in  the  com- 
merce of  the  world  may  be  disregarded,  ex- 
cepting as  to  a  few  special  products,  such 
as  the  silks  of  the  East.- 

Glance  a  moment  at  the  relative  resources 
of  these  machine-using  nations.  The  United 
States  produce  an  excess  of  all  the  metals 
except  tin;  an  excess  of  the  products  of  the 
field  with  scarcely  an  exception;  an  excess 
of  the  products  of  the  forests,  soon  to  be 
supplemented  by  the  vast  resources  of  Can- 
ada, lest  we  should  denude  our  forest  lands 
too  rapidly;  an  excess  of  coal  and  of  oil;  an 
excess  of  all  fibres  excepting  silk  and  wool, 
reeled  silk  being  too  much  a  product  of  hand- 
work to  become  profitable  in  a  machine- 
using  State  (as  Daniel  Webster  said,  "We 
can't  afford  to  do  ourselves  what  foreign 
paupers  can  do  so  well  for  us'");  wool  capa- 
ble of  being  produced  in  excess  of  our  own 
wants,  especially  upon  the  uplands  and  in 
the  mountain  valleys  of  the  South  whenever 
the  cur  dog  is  suppressed  and  a  reasonable 
share  of  intelligence  applied  to  the  rotation 
of  sheep,  corn    and  cotton  on  the  same  field. 

On  tli;>  otlier  hand,  we  find  our  eonipetitor>T 
in  P'urope  deficient  in  ;inil  mainly  dependent 
ni)on  us  for  a  supply  of  food  and  of  tlu' 
most  important  materials  entering  into  tlieir 
pi'ocesses  of  manufacture.  Great  Britain 
is  deficient  in  food,  in  fibres,  in  ores  fit  for 
making  steel,  and  is  subject  to  increasing 
cost  of  coal,  with  the  possibility  of  the  ex- 
haustion of  her  coking  coal. 

France  and  Belgium  are  amply  supplied 
with  food,  deficient  in  fibres,  in  metals,  and 
in  fuel.  Germany,  with  a  poor  soil,  is  bare- 
ly capable  of  subsistence,  and  is  deficient  in 
timber,  in  fibres  and  in  fuel.  The  Nether- 
lands are  too  small  to  have  any  considerable 
influence  in  the  larger  undertakings  of  com- 
merce, except  as  carriers  and  importers  in 
transit. 

Yet  more,  in  no  other  country  has  so  small 
a  number  of  men  been  diverted  from  the 
con.structive  work  of  peace  to  the  destruc- 
tive pursuit  of  war,  since  slavery  destroyed 
itself  in  our  Civil  War,  as  in  the  United 
States.  In  one  respect,  even  the  Civil  War 
was  constructive,  since  it  made  wny  for  the 
ncAV  industries  of  the  regenerated  South. 

The  result  of  these  conditions  is  found  in 
the  fact  that  in  no  other  country  is  the  cost 
of  labor  per  unit  of  product  so  low,  and  in 
no  other  counti-y  are  the  rates  of  wages 
earned  in  factories  or  furnaces,  the  work- 


shop, the  mine,  forest  or  field,  so  high,  the 
only  exception  to  this  rule  being  In  those 
few  arts  which  cannot  be  conducted  success- 
fully without  an  untaxed  supply  of  ma- 
terials of  foreign  origin  which  are  necessary 
in  the  process  of  our  domestic  industry. 


What  New  Departure  has  Done. 

That  the  New  Departure  coaster-brake  has 
more  than  held  its  own,  despite  the  great 
increase  In  competition,  is  made  plain  by 
the  statement  of  the  New  Departure  Mfg. 
Co.  that  during  the  twelvemonth  they  tripled 
their  sales;  this  carried  with  it,  of  course,  a 
threefold  increase  in  their  factory  facilities. 


and  places  them  In  a  position  to  take  care 
of  the  increased  demand  that  Is  In  sight. 

While  the  principle  of  the  coaster-brake  Is 
unchanged,  as  the  accompanying  illustration 
makes  plain,  the  New  Departure  people  have 
not  rested  content  with  the  belief  that  it 
was  "good  enough."  Accordingly  the  1902 
model  bears  evidence  of  a  number  of  re- 
finements that  cannot  but  meet  with  appre- 
ciation. 

In   addition   to   their   regular  hub,   which 


gives  IVa-inch,  1%-inch  and  1'74-inch  chain 
lines,  and  tandem  hub,  which  gives  1%-inch, 
2-inch  and  2%-inch  chain  lines,  they  have 
added  a  special  hub,  giving  1 11-32-inch, 
1 15-32-Inch  and  1 19-32-inch  chain  lines. 
Sprockets  are  furnished  from  7  to  12  tooth, 
%-inch,  3-16-inch  and  %-inch  thick.  This 
new  hub,  combined  with  the  old  ones  and 
large  assortment  of  sprockets,  puts  the  New 
Departure  Co.  and  their  selling  agents,  John 
H.  Graham  &  Co.,  New  York,  in  position  to 
meet  all  demands  that  mav  arise. 


An  Opportnnity  for  Someone. 

Tlie  Industrial  Machine  Co.,  Syracuse,  N. 
Y.,  now  have  their  Phoenix  coaster-brake 
ready  for  the  mai'ket.  It  has  many  features 
that  entitle  it  to  notice,  not  the  least  of 
which  is  its  price.  13.50.  The  Industrial 
people  make  a  number  of  other  specialties, 
and  if  the  right  parties  can  be  located  they 
are  ready  to  make  them  general  sales  agent 
for  the  coaster-brake,  samples  of  which  will 
be  submitted  on  request. 


As  old  as  the  Pharaohs. 

While  machine  tools  In  their  present  form 
are  essentially  a  modern  product,  many  of 
the  principles  involved  in  their  construction 
and  operation  can  be  traced  back  to  the 
dawn  of  history. 

Machines  for  cutting,  grinding,  turning, 
polishing  or  hammering  solid  or  plastic 
bodies  have  been  used  from  early  times.  The 
potter's  wheel,  which  Is  properly  a  machine 
tool,  was  employed  in  ancient  Egypt.  It  was 
at  first  a  simple  disk  turned  by  hand,  but 
later  a  fiywheel  operated  by  foot  power  was 
added.  A  stone  circular  saw,  which  is  esti- 
mated to  be  2,600  years  old,  has  recently  been 
found  at  Thebes. 

The  antiquity  of  the  lathe  is  proved  by  the 
remains  In  Egypt  and  Assyria  of  objects 
which  show  Its  use  as  far  back  as  500  B.  C. 
The  use  of  the  grindstone  Is  also  evidenced 
by  ancient  tools  which  could  hardly  have 
been  made  without  it.  Glass  grinding  lathes 
and  appliances  for  grinding  precious  stones 
are  also  of  early  date. 

The  machine  tools  of  ancient  and  mediaeval 
times  were  probably  made  chiefly  of  wood, 
and  It  is  for  the  most  part  since  the  begin- 
ning of  the  nineteenth  century  that  iron  has 
been  employed. 

It  is  believed  that  many  modern  machine 
tools  are  rediscoveries  of  types  that  were 
lost  in  the  Middle  Ages.  Like  some  of  the 
modern  trades  unions,  the  mediaeval  guilds 
of  craftsmen  were  hostile  to  the  introduction 
of  machinery. 


Learning  the  Lesson. 

"A  few  weeks  ago  a  young  American  busi- 
ness man  called  at  the  consulate  to  tell  me 
that  one  American  firm  at  least  had  fol- 
lowed my  plan  in  export  trade  and  had  been 
wonderfully  .successful  in  doing  so,"  writes 
Consul  Halstead  from  Birmingham,  England. 
"I  iinderstand  that  my  caller  had  read  and 
approved  of  those  portions  of  my  trade  re- 
ports where,  in  entire  agreement  with  all  of 
my  consular  colleagues,  I  have  urged  that 
American  manufacturers  study  and  regard 
not  only  the  needs,  but  even  the  whims,  of 
foreign  customers,  and  that,  having  ample 
capital  and  a  good  working  partner,  he  had 
put  the  idea  into  successful  operation.  The 
firm  has  about  eight  agencies.  In  each  con- 
tract there  is  a  clause  binding  the  manu- 
facturer to  make  and  pack  and  ship  any  ar- 
ticle in  exactly  the  way  the  London  agent 
specifies,  and  no  agency  is  taken  from  a 
manufacturer  who  will  not  so  bind  himself 
in  legal  form,  and  the  maraufacturer  is  given 
to  understand  that  this  is  the  most  impor- 
tant clause  in  the  contract  and  that  his  per- 
sonal views  on  foreign  markets  are  not 
wanted.  As  an  example,  my  caller  told  me 
that  last  year  he  sold  in  great  numbers  an 
American  made  bicycle  built  almost  on  Brit- 
ish lines,  with  double  tube  tire  and  metal 
rims,  and  that  for  the  coming  season  his 
l)lcycles  will  have  exact  reproductions  of 
standard  British  bicycle  fittings  and  Whit- 
worth  threads." 


326 


THE  BICYCLING  WORLD 


RACING 


Eleven  teams  began  a  week's  grind  at 
Park  Square,  Boston,  December  30,  at  1:36 
o"clock  p.  m.  Of  the  eleven  teams  entered 
only  three  that  competed  in  the  contest  at 
Xew  York  will  ride.  Some  changes  have 
been  made  in  team  mates  in  hope  of  getting 
better  results.  The  original  teams  that  com- 
peted in  the  New  York  race  are  Butler  and 
McLean,  who  finished  fifth  in  the  event  at 
Madison  Square  Garden;  Samuelson  and 
King.  PMsher  and  Chevalier,  and  Gougoltz 
and  Simar.  MacFarland  and  Freeman,  Avho 
started  in  the  New  York  race,  will  not  pair 
in  this  contest.  MacFarland  has  taken  Maya 
as  a  partner,  and  Freeman  has  doubled  up 
with  Munroe.  The  teams  will  race  ten  hours 
each  day,  beginning  at  1  p.  m.  and  quitting 
at  11  p.  m.  The  full  list  of  starters  follows: 
Gougoltz  and  Simar,  France;  Fisher  and . 
Chevalier,  France;  Muller  and  Jaak,  Italy; 
MacFarland  and  Maya,  San  Jose,  Cal.;  But- 
ler and  McLean.  Boston;  King  and  Samuel- 
son,  Salt  Lake  City;  Munroe  and  Freeman, 
Portland,  Ore.;  Rutz  and  Leander,  Chicago; 
McConnell  and  Carni,  Boston;  Krebs  and 
Keegan,  Lowell,  and  Fulton  and  Sullivan, 
New  I'ork.  Owing  to  the  wet  condition  of 
the  ti'ack  from  a  leaky  roof,  laps  lost  or 
gained  in  the  first  hour  were  not  counted,  the 
men  starting  on  even  terms  at  the  end  of  that 
period.  At  the  end  of  the  first  hour  the  field 
had  covered  23  miles  4  laps.  Throughout 
the  day  they  averaged  22  miles  an  hour.  By 
8  o'clock  they  had  covered  something  over 
132  miles.  Judging  from  the  work  of  the 
afternoon  and  evening,  it  looks  as  though 
this  race  will  be  a  hard  proposition  for  the 
men,  for  the  construction  of  the  track  is  such 
that  they  have  to  keep  moving,  and  moving 
fast  at  that.  The  scores  at  11:36  o'clock, 
viipn  the  first  day  ended,  were: 

Miles.     Laps. 

Munroe  and  Freoaian 206  3 

Gougoltz  and  Simar 206  3 

Butler  and  McLean 206  3 

MacFarland  and  Maya 206  3 

Samuelson  and  King 206  3 

Leander  and  Rntz 206  3 

Fisher  and  Chevalier 206  2 

Keegan  and  Krebs 206  1 

Jaak  and  Muller 206  0 

McConnell  and  Garni 205  9 

In  the  way  of  special  attraction  Champion 
on  a  mctor  bicycle  paced  Michael  two  miles 
in  3:04.  the  second  mile  being  covered  by 
Michael  in  1:26,  announced  to  be  the  fastest 
indoor  mile  on  record.  Tensler  paced  Stin- 
son  for  a  two  mile  exhibition  in  3:20. 


McFarland,  with  Monroe  hanging  to  his 
rear  wheel,  flashed  across  the  tape  in  the 
lead  at  the  finish  of  the  second  day  of  tlic 
six-day  bicycle  race. 

The  leading  sextet  continued  to  lap  the 
•  rthers  during  the  evening,  but  despite  the 
liardest  efforts  of  McFarland,  Freeman  and 
Gougoltz,  the  deadlock  remained  unbroken. 


The  score  at  the  end  of  the  second  day's 
twenty-  hours,  was-  Teams— McFarland  and 
Maya,  404  miles,  5  laps:  Butler  and  McLean, 
404,  5;  King  and  Samuelson,  404,  5;  Gou- 
goltz and  Simar,  404,  5;  Munroe  and  Free- 
man, 404,  5;  Leander  and  Rutz,  404,  5;  Fis- 
cher and  Chevalier,  404,  3;  Krebs  and  Kee- 
gan, 404,  1:  Jaak  and  Muller,  403,  9;  McCon- 
nell and  Carni,  403,  3. 

The  riders  started  on  the  third  day's  grind 
as  though  bound  for  the  Klondike.  The 
barnlike  building,  an  abandoned  r-ailroad 
freight  depot,  was  freezing  cold,  and  as 
cheerless  as  it  felt.  McLean  flni.shed  first. 
The  team  composed  of  Carni  and  McConnell 
witlidrew  through  the  inability  of  the  former 
to  hold  the  pace.  The  hard  riding  of  two 
(lays  had  had  its  effect  upon  the  men,  and 
although  spasmodic  sprints  were  indulged  in, 
no  great  effort  was  made  to  gain  laps.  In 
the  evening  Jaak  lost  a  lap,  and  in  the  last 
hour  Krebs  and  Keegan  gained  a  lap  on  the 
field. 

The  score  at  the  end  of  the  thirtieth  hour 
was:  Teams— Gbiigoltz  and  Simar,  607  miles, 
2  laps;  Rutz  and  Leander,  607.  2;  Butler  and 
McLean,  607,  2;  King  and  Samuelson,  607,  2; 
McFarland  and  Maya,  607,  2;  Monroe  and 
Freeman,  607,  2;  Fischer  and  Chevalier,  607, 
0;  Krebs  and  Keegan,  606,  9;  Jaak  and  Mul- 
ler, 606,  5; 


A  comparatively  small  crowd  attended  the 
opening  of,  the  indoor  bicycle  season  in  Park 
Square  Garden,  Boston,  December  24.  Christ- 
mas, Eve  proved  a  bad  time  to  bring  out  the 
people.  Twenty-five  riders  were  sent  away 
in  the  five  mile  open  amateur  event.  On  the 
ten  lap  track,  pronounced  by  all  who  have 
tried  it  perfect  for  fast  riding,  they  jumbled 
themselves  into  all  sorts  of  smashups.  Singly, 
in  pairs,  four,  five,  and  even  six  at  a  time. 
they  piled  in  heaps.  Only  seven  of  the 
twenty -five  finished;  of  these  Sulkins  finished 
first.  Curry  second  and  Galvin  third.  Time, 
12:112-5.  Michael  rode  an  exhibition  two 
miles  behind  motocycle  pace  in  3:241-5. 
Champion,  who  has  not  recovered  from  his 
accident  in  Madi.son  Square  Garden,  rode  an 
exhibition  mile  on  a  motor  bicycle  in  1 :28  4-5. 
Tlie  one  mile  professional  was  Avon  by  Lean- 
der from  the  65  yard  mark  in  2:06  3-5;  Rutz 
(70  yards),  second;  McLean  (scratch),  third, 
and  McConnell  (85  yards),  fom-th.  Tnirteen 
men  started  in  the  twenty-five  mile  open 
race.  The  riders  were  warned  of  their  mi- 
lucky  talisman  as  they  went  away,  and  were 
cautioned  to  be  careful.  Keegan  and  Carni 
found  the  professional  bunch  (to  which  they 
had  just  come)  too  warm  for  them.  They 
were  lapped  in  the  second  mile.  Keegan 
quit,  and  Carni  followed.  Wilson  pulled  out 
in  the  sixth  mile.  In  the  tenth  ;McLean 
punctured  a  tire  and  dropped  out.  Leander 
(piit  in  the  foiu'teentli  mile.  In  the  fifteenth 
mile  Maya.  MacFarland  and  McConnell  fell 
on  the  bank,  leaving  only  five  men  up. 
Maya's  front  wheel  collapsed.  In  the  last 
mile  they  constantly  changed  positions.  Mun- 
roe led.  Gougoltz  gained  his  side  in  the  fifth 
lap  and  took  the  lead  in  the  sixth.    Freeman 


gained  second  place,  and,  jumping,  took  first 
by  several  lengths,  with  Rutz  second  and 
Gougoltz,  Munroe  and  Butler  In  the  order 
named.    Time,  1:06:08. 

Saturday  night,  December  28,  on  the  same 
track,  Michael  had  no  trouble  in  defeating 
Stinson  by  five  laps  in  a  fifteen  mile  motor 
paced  race.  Time,  26:15  3-5.  At  the  sendoff 
Michtel  began  to  gain  gradually  on  Stinson, 
and  had  1%  laps  to  the  good  when  his  tire 
came  off,  and  he  was  compelled  to  stop  for 
lepairs.  Before  Stinson  had  gained  more 
than  three  laps  Michael  came  after  him  with 
a  rush,  made  up  his  lost  distance,  and  once 
more  took  the  lead,  holding  it  to  the  finish. 
In  the  mile  professional  handicap  McConnell 
(90  yards)  won;  Carni  (130  yards),  second, 
and  MacFarland  (scratch),  third.  Time, 
1:581-5.  The  ten  mile  open,  for  amateurs, 
was  won  by  Potter  in  25:114-5,  with  Curry 
second  and  Galvin  third.  Sulkins  finished 
first  in  this  race,  but  was  disqualified  for 
riding  inside  the  line. 


That  midnight  event,  the  NewYork-Tarry- 
town  race,  which  has  for  many  years  in- 
augurated the  New  Year,  occurred  as  usual. 
The  start  was  made  on  the  tap  of  the  bell 
announcing  the  birth  of  1902,  twelve  men 
leaving  Fifty-ninth  street  at  that  hour.  It 
soon  revolved  itself  into  a  ding  dong  fight 
between  Bedell  and  Cahn.  Bedell  reached 
Yonkers  first,  only  ten  seconds  ahead  of 
Cahn,  securing  the  bottle  of  wine,  but  was 
beaten  fifteen  minutes  into  Tarrytown 
(twenty-six  miles)  by  Cahn,  in  one  hour, 
twenty-eight  minutes. 

The  Gebereaux  trophy,  given  for  the  race 
from  Central  Park  to  Yonkers,  w^hich  is  a 
part  of  the  Tarrytown  event,  was  won  by 
Bedell,  and  now  becomes  the  property  of  the 
Harlem  Wheelmen,  having  been  won  by 
their  representatives  three^  times.  Bedell 
also  received  a  gold  medal.  Cahn  won  a 
gold  medal,  and  his  club  receives  the  cus- 
tody of  the  Simms  Trophy,  a  silver  cup  given 
by  former  City  Magistrate  Simms. 

Two  lesser  events  were  also  run  at  the 
same  hour.  One  by  the  C.  R.  C,  from  Brook- 
lyn to  Valley  Stream,  fifteen  and  a  half 
miles,  and  the  other  by  the  New  York  State 
Division  of  the  Century  Road  Club  of 
America,  from  Bedford  Rest  to  Coney  Islaiul 
and  return. 

The  former  was  won  by  Anderson  in  43:3!), 
lialf  a  minute  better  than  the  previous  rec- 
ord of  44:00.  Schwartz  second,  three  minutes 
behind;  Hoffer  third.  Barclay  fourth,  Jack- 
son fifth  and  Britton  sixth.  Nineteen 
starters. 

The  race  to  Coney  Island  and  return  was 
won  by  Ferguson  in  fifty-one  minutes;  Gil- 
lott  second  by  three  lengths  and  Perden 
five  lengths  behind  Gillott.  Thirty-two  riders 
started. 


"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocycles  and  How  to  Man- 
age Them."  ?1.  The  Goodman  Co.,  Box  640, 
N«fr  York.  ••• 


THE  BICYCUNG  WORLD 


327 


SECRET  OF  SUCCESS 


Some  of  the  Essratials  Necessary  to  flake 
Motor  Bicycles  "  go  "  Commercially. 


When  enthusiasm  forsakes  a  dealer,  and 
interest  and  confidence  in  the  business  as 
well,  when  he  gives  up  hope  completely  and 
stays  in  the  trade  simply  because  he  lacks 
energy  enough  or  ability  to  get  out,  it  is  idle 
to  expect  much  from  him  in  the  way  of  im- 
proving matters. 

This  condition  is  chronic  with  many  deal- 
ers. Hope  no  longer  animates  them,  and 
they  have  long  ceased  to  even  try  to  do  any- 
thing more  than  "hang  on."  Speak  to  them 
of  encouraging  sings,  point  out  to  them  op- 
portunities to  improve  their  position,  and 
they  will  listen  listlessly,  without  the  faintest 
spark  of  animation  or  real  understanding— if 
they  listen  at  all.  The  effort  to  arouse  them 
is  wasted.    Nothing  can  come  of  it. 

Take  a  step  forward  and  make  the  appeal 
to  a  better  and  a  larger  class  of  dealers. 
They  will  heartily  agree  with  everything 
that  can  be  said  about  the  desirability,  nay, 
the  necessity,  for  a  change,  a  betterment. 
But  there  most  of  them  will  stop. 

For  it  is  a  long  step  between  agreeing  and 
doing.  Tlie  disposition  to  leave  well  enough 
— or  ill  enough — alone,  rather  than  run  the 
risk  of  encountering  something  worse,  is  an 
all  too  general  one.  The  desire,  even  the 
willingness,  to  try  experiments,  to  risk 
something,  in  order  tan  an  improved  condi- 
tion of  affairs  may  come  of  it,  has  well  nigh 
vanished.  Certainly,  there  is  not  a  vestige 
left  of  the  old  time  energy  and  enthusiasm 
that  dared  all  and  coped  with  everything, 
having  in  its  lexicon  no  such  word  as  "fail." 

This  altered  feeling  is  shown  most  mark- 
edly in  the  reception  accorded  the  motor 
bicycle.  It  may  be  reasonable,  even  true,  to 
contend  that  the  doubt— the  suspicion,  to  put 
it  more  strongly— that  formed  the  basis  of  its 
reception  on  the  part  of  the  bulk  of  the  trade 
was  fully  warranted.  The  average  dealer 
was  in  no  position  to  risk  much,  even  to  gain 
much.  He  could  not  afford  to  throw  himself 
heart  and  soul,  with  all  the  energy  of  "auld 
lang  syne,"  into  something,  such  as  the  mo- 
tor bicycle,  which  might  be  a  failure,  or,  at 
best,  prove  unripe.  He  had  to  hold  fast  to 
what  he  had. 

It  was  with  some  such  feeling  as  this  in 
mind  that  he  met  all  overtures  of  the  jnotor 
bicycle  advocates.  Let  it  go  out  and  get  a 
reputation,  was  the  reply  in  effect  if  j.ot  in 
words  made  by  many  members  of  the  trade. 
Others  gave  it  lukewarm  support,  stocking 
it  and  then  letting  it  shift  for  itself.  A  third 
group,  and  much  the  smallest  one,  gave  it 
Intelligent  backing  from  the  start. 

What  daunted  most  dealers  was  te  lc- 
cessity  for  learning  all  about  the  motor  bi- 
cycle. It  is  a  case  where  a  little  learning  is 
almost  as  bad  as  none  at  all.  At  the  prese;it 
time,  at  least,  an  intimate  acquaintance  on 
the  part  of  the  dealers  with  all  the  details 


of  construction  of  the  motor  is  almost  abso- 
lutely essential  if  the  rider  is  to  get  the  best 
results.  And,  as  stated,  this  fact  has  been 
the  stumbling  block  in  the  way  of  a  majority 
of  dealers. 

It  was  not  so  in  the  old  days.  Then  ob- 
stacles but  served  to  stimulate  exertion.  It 
was  only  necessary  that  a  feature  demon- 
strate its  merit  for  it  to  be  pushed  to  a  suc- 
cessful issue,  in  spite  of  darwbacks  and  im- 
perfections that  seemed  almost  insurmount- 
able. 

The  pneumatic  tire  is  the  most  complete 
proof  of  this  that  it  is  possible  to  ibtain. 
When  it  first  appeared,  and  even  for  two  or 
three  years  afterward,  it  was  about  the  most 
unproTnising  device  that  it  would  be  possible 
to  imagine.  It  possessed  but  one  merit — that 
of  almost  perfect  resiliency— but  that  was 
sufiicient  to  enable  it  to  overcome  all  of  its 
demerits. 

The  secret  of  this   extraordinary  success 


Morgan  kWrightTires 
are  good  tires 


ONLY     WAY    TO    CURE 
SOME    LEAKY    TIRES    IS 
TO    PUT    INNER    TUBES    IN 
THEM.   THUS    MAKING 
THEM    DOUBLE -TUBE    TIRES 


Morgan  &Wright 


New   York   Branch.     2i4-2i6    Wt^r   *lin    bTREET. 

lay  in  its  reception  by  the  trade.  Had  it 
been  hostile  or  even  lukewarm  it  is  open  to 
doubt  whether  the  tire  would  liave  dr;ven 
all  other  forms  from  te  field.  Certaiulj^  its 
acceptance  would  have  been  much  longer  de- 
layed, its  success  less  complete. 

Who  that  was  in  the  trade  in  the  early 
nineties  does  not  remember  the  keen  interest 
taken  in  the  tire,  the  determination  every- 
where displayed  to  master  its  mysteries  and 
conqueor  its  vagaries? 

"In  1891  I  went  to  the  League  meet  at 
Washington,  taking  with  me  a  safety  fitted 
with  the  oM  'rag'  Dunlop  tires,"  says  one 
dealer.  "The  first  morning  I  was  there  it 
sprung  a  leak,  and  three  of  us  worked  until 
night  over  it  in  our  room  at  the  hotel.  When 
we  got  through  the  room  looked  like  a  hog 
pen;  we  were  tired  and  dirty,  but  triumph- 
ant; for  had  we  not  taken  the  inner  tube  out, 
repaired  a  leak,  put  it  in  again,  and  pasted 
down  the  dozen  or  so  plies  of  fabric  com- 
posing the  tire? 

"But  the  next  morning  the  tire  was  flat. 
Fifteen  minutes'  pumping  Inflated  it,  and  in 
as  many  more  it  was  soft  again.    Once  more 


the  machine  was  taken  to  the  room  and 
there  deposited,  never  to  be  disturbed  until 
we  went  home.  Then  I  borrowed  another 
machine  from  a  friendly  dealer,  and  rode  on 
cushion  tires  for  the  remainder  of  the  meet." 

But  that  dealer  did  not  damn  the  pneu- 
matic tire  and  all  its  works  from  that  time 
on.  Instead,  he  worried  along  with  it  as 
best  he  could  until  American  tires  were 
brought  out  that  proved  to  be  better. 

And  how  the  trade  backed  up  the  tire! 
During  1892  it  was  the  general  custom  to 
make  all  repairs  free  of  charge.  Punctures 
were  looked  after  as  a  matter  of  course,  and 
the  rider  was  practically  assured  that  he 
need  not  bother  himself  about  the  tire  dur- 
ing the  first  year  of  its  existence.  The  maker 
and  the  dealer  together  took  it  on  themselves 
to  make  right  everything  that  went  wrong. 

The  result  was  that  the  whole  cycling 
world  turned  to  the  air  tire,  and  then,  when 
this  had  been  accomplished,  the  wide  open 
guarantee  was  withdrawn.  By  that  time 
both  the  makers  and  the  users  knew  the  tire 
pretty  well,  and  the  trouble  experienced 
with  it  was  not  sufficiently  great  to  cause 
the  guarantee  withdrawal  to  be  felt  as  a 
hardship.  It  was  not  very  long  after  this 
that  the  tire  reached  a  high  state  of  efficiency, 
and  to-day  no  one  ever  gives  it  a  thought. 

It  was  not  markedly  different  with  other 
improvements  and  features  that  fnade  their 
appearance  from  time  to  time. 

Whenever  there  was  a  change  made  it  had 
to  be  backed  up  by  the  trade  and  learned  by 
the  public.  There  was  no  thought  of  sitting 
back  and  waiting  for  it  to  be  perfected,  in 
some  mysterious  and  wholly  impossible 
way.  Instead,  everybody  jumped  in,  learned 
what  was  wrong,  and  made  suggestions 
with  the  view  of  having  it  put  to  rights. 
This  was  the  proper  course  to  pursue,  as 
events  demonstrated. 

It  is  equally  true  that  in  no  other  way  can 
the  motor  bicycle  be  developed  and  perfect- 
ed. The  day  may  soon  come  when  it  will 
give  no  more  trouble  than  the  pedal  driven 
bicycle  does  now;  when  the  novice  with 
only  enough  knowledge  to  manipulate  the 
various  levers  can  mount  one  and  be 
whisked  off  to  his  destination  a  hundred 
miles  away  without  ever  giving  a  thought 
to  sparking  or  explosion  or  mixture  or  drive. 
But  that  day  is  assuredly  not  here. 

Even  now  a  rider  can  mount  a  motor  bi- 
cycle in  some  such  fashion  as  this,  de- 
termined to  take  the  train  or  get  home  in  a 
similar  manner  if  anything  goes  wrong,  and 
not  come  to  grief.  But  this  will  not  alway.s 
happen,  not  by  a  great  deal. 

Knowledge,  then,  is  and  will  be  for  some 
time  to  come  the  secret  of  success  with  the 
motor  bicycle.  The  maker  and  the  dealer, 
no  less  than  the  rider,  should  betake  him- 
self to  the  study  of  the  "critter,"  and  the 
more  his  studies  are  to  the  purpose  the  bet- 
ter results  he  will  get.  If  to  the  knowledge 
thus  acquired  he  can  bring  to  bear  a  certain 
amount  of  "inluition"— that  subtile  faculty 
which  will  enable  him  to  diagnose  the  ma- 
chine instanter  and  locate  the  trouble  with- 
out taking  the  time  to  exhaust  all  the  pos- 
sibilities—so much  the  better  to  him. 


328 


THE  BICYCUNG  WORLD 


C.B.  BARKER  &  CO., 

93  Reade  Street, 


Ltd. 


NEW  YORK. 

Our  lines  for  1902  are  now  complete  and  em- 
brace all  standard  and  saleable  sundries  and 
accessories. 

Catalogue  is  in  press  and  should  be  in  the 
hands  of  every  LIVE  agent. 

SEND  US  YOUR  NAME  AND  ADDRESS. 


Metropolitan 


CnTsfor  Crawford  Bicycles 

Also  Crawford  Agents  for  New  Jersey  and 
Eastern  Pennsylvania. 


SPOKES'NoNIPPLES 


for  Bicycles,  Motocycles 
ana  AutomobileSm 


STANDARD 

SPOKE  &  NIPPLE  CO.,  Torrington,  Conn.,  U.S. A. 

''MOTOCYCLES  AND  HOW 
TO  MANAGE  THEM" 


REVISED  EDITION  BOUND  IN  CXOTH 

The  only  Book  of  the  SoH  in  Existence 

CONTAINS  A  MINE  OF  VALUABLE     . 
INFORMATION 

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THE  BICYCLING  WORLD 


329 


ODDS  AND  ENDS. 

In  France  all  roads  are  of  uniform  widths— 
25,  33,  40  and  50  feet,  respectively. 

The  so-called  "championships  of  the  world" 
will  this  year  occur  in  Eome,  Italy. 

One  of  the  English  manufacturers  is  still 
listing  a  chain  geared  bicycle  at  .$150.  He 
terms  it  a  "special,"  of  course.  His  courage 
is  as  rare  as  his  price. 


The  Lyons  (France)  Bicycle  Club  has  come 
into  a  legacy  of  $20,000,  willed  by  an  en- 
thusiastic officer.  The  other  heirs  are,  how- 
ever, contesting  the  bequest. 


Jacquelin,  the  French  champion,  who 
sought  to  become  a  crack  chauffeur,  has 
cried  quits.  He  has  returned  to  the  bicycle 
and  means  to  remain  true  to  it. 


The  promoters  of  the  English  automobile 
show  to  be  held  in  London  February  14  to  22 
are  wise  in  their  generation.  They  have  jiist 
added  a  special  section  for  motor  bicycles. 


Major  Taylor  has  finally  signed  to  go 
abroad.  He  will  race  in  France  and  Ger- 
many during  May  and  June,  returning  to 
this  country  in  time  for  the  National  Circuit. 


Michael  will  return  to  France  in  February 
without  Tom  Bck,  Michael  goes  under  the 
management  of  the  Auto-Velo,  the  rival 
paper  to  that  which  takes  Taylor  to  France. 


Jimmy  Michael  evidently  believes  in  the 
"try,  try  again"  adage.  Having  tried  and 
failed  on  several  occasions,  he  is  once  more 
bent  on  becoming  a  jockey.  Some  men  never 
know  when  they  are  well  off. 

According  to  Cycling,  ping  pong  has  taken 
the  place  of  billiards  and  whist  as  a  winter 
amusement  of  the  English  cycling  clubs. 
Ping  pong,  it  may  be  necessary  to  add,  is  a 
species  of  indoor  tennis. 

The  1902  issue  of  that  long  established  in- 
stitution, the  Columbia  pad  calendar,  is  out. 
To  say  that  it  is  fully  up  to  the  standard  of 
its  predecessors  is  to  pay  it  the  highest  com- 
pliment that  can  be  paid. 

There  is  small  excuse  for  scepticism  re- 
garding spring  seatposts.  The  Berkey  Spring 
Sf-atpost  Co.,  of  Grand  Eapids,  Mich.,  offer 
to  send  one  of  their  posts  on  thirty  days' 
trial.  If  it  proves  unsatisfactory  it  may  be 
returned  at  thejr  expense. 


People  who  believe  that  buglers,  color 
bearers,  etc.,  are  relics  of  the  past  should 
undeceive  themselves.  One  of  New  York's 
negro  cycling  clubs  has  just  elected  a  "first 
bugler"  and  a  "second  bugler,"  likewise  a 
"first  color  bearer"  and  a  second  one. 


One  of  the  most  notable  performances  yet 
credited  to  the  motor  bicycle  was  accom- 
plished by  M.  De  Guichard  on  a  2  horse- 
power machine  by  the  big  firm  of  Clement, 
Paris.     He  rode  from  Paris  to  Rome,  a  dis- 


tance of  954%  miles,  in  4  days  22  hours  47 
minutes.  The  ride  was  undertaken  to  see 
what  the  machine  could  do  in  bad  weather, 
and,  considering  the  rain  which  fell,  and  the 
snow  covered  passes  of  the  Alps  which  had 
to  be  negotiated,  the  performance  ranks  as  a 
remarkable  one. 


The  "rebels"  of  the  Century  Road  Club, 
the  Century  Road  Club  Association,  New 
York,  have  elected  the  following  officers  for 
1902:  President,  C.  P.  Staubach;  vice-presi- 
dent, D.  H.  Lodge;  corresponding  secretary, 
E.  Lee  Ferguson;  recording  secretary,  L.  A. 
Goettler;  treasurer,  Paul  Thomas;  captain 
J.  W.  Gull;  first  lieutenant,  Charles  Nerent; 
second  lieutenant,  S.  G.  Major;  color  bearers, 
E.  Palmer  and  H.  S.  Smith;  buglers,  A.  Neff 
and  A.  E.  Due;  board  of  directors,  John  T. 
Wall,  John  Cornish,  R.  J.  Lyle,  R.  A.  Van 
Dyke  and  Guy  S.  Rowell. 


The  Bicycling  World's  urging  has  com- 
menced to  bear  fruit.  The  immediate  result 
is  the  organization  of  the  Patchogue  Wheel- 
men at  Patchogue,  N.  Y.,  with  a  membership 
of  thirty-five  and  these  officers:  C.  W.  Cole- 
man, president;  Joseph  Ritchie,  vice-presi- 
dent; Arthur  Green,  secretary,  and  F.  R. 
Goldsmith,  treasurer.  Mr.  Coleman,  the 
president,  is  the  Patchogue  agent  for  the 
Orient,  Tribune  and  Pierce  bicycles,  and  it 
is  largely  to  his  efforts  that  the  formation  of 
.the  club  is  due.  Clubrooms  have  been  se- 
cured, and  meetings  will  be  held  twice  each 
month.  Runs  and  races  will  be  held  in  sea- 
son, and  "everything  possible  be  done  to  in- 
crease interest  in  cycling,"  as  Mr.  Coleman 
puts  it. 


"Cycling  headache"  is  the  newest  ailment 
to  be  "discovered"  by  the  wise  men  across 
the  pond.  It  evolved  within  the  skull  of  a 
missionary  from  the  Far  East.  He  suffered 
as  from  neui-algia,  and  consulted  many  doc- 
tors. One  treated  the  headaches  as  ilieu- 
matic;  another  designated  the  complaint 
"hermicrania,"  and  as  the  pains  sometimes 
began  in  the  teeth  two  of  these  were  ex- 
tracted! All  without  result.  An  ophthalmic 
surgeon  ascertained  he  was  in  the  habit  of 
leaning  forward,  and  in  looking  forward 
would  necessarily  strain  the  elevator 
muscles.  This  was  the  cause  of  the  head- 
ache! Just  as  "academy  headache"  is  caused 
by  looking  at  pictures  above  the  line.  The 
"easy  remedy,"  the  London  Lancet  points 
out,  is  for  cyclists  to  "sit  up"  and  keep  their 
gaze  below  the  horizontal  line. 


With  the  idea  of  making  an  early  begin- 
ning, the  Irvington-Milburn  Road  Racing 
Association  met  on  Monday  night  and 
mapped  out  roughly  the  1902  Irvington-Mil- 
burn 25-raile  handicap  road  race. 

The  classic  event  will  be  run  on  Decora- 
tion Day,  May  30,  of  course.  Already  the 
prize  list  is  beginning  to  take  shape,  and  it 
has  been  decided  to  offer  two,  and  probably 
three,  motor  bicycles  to  head  the  list.  In 
addition  to  the  individual  prizes  awarded  in 
accordance  with  custom,  club  interest  will  be 
stimulated  by  oft'ering  several  cups  and  other 


prizes  of  a  special  character.  As  far  as  these 
have  been  decided  upon  they  will  be  awarded 
to  whichever  of  the  three  associations  sup- 
porting the  race — the  Associated  Cycling 
Clubs  of  New  York,  the  Associated  Cycling 
Clubs  of  Long  Island  and  the  Century  Road 
Club  of  America— shall  have  the  largest  num- 
ber of  entries  and  prize  winners  in  the  race. 
The  race  will  be  in  charge  of  E.  L.  Blau- 
velt,  150  Center  avenue,  Newark,  N.  J.,  sec- 
retary-treasurer of  the  association,  assisted 
by  the  following  committee:  Carl  Von  Len- 
gerke,  L.  J.  Wyckoff,  F.  C.  Cornish,  Louis  N. 
Thorne,  George  W.  Lawrence,  B.  F.  Mc- 
Daniel,  W.  D.  Melcher,  F.  M.  Dampman,  W. 
A.  Drabble,  R.  G.  Betts  and  S.  W.  Merrihew. 


•••••••••••••••••••••••••••• 

MOSSBERG 

Tire  Chime 

THE  FIRST,  IT  IS  STILL  THE 
FOREMOST. 

ALWAYS  GOOD.  IT  IS  NOW  EVEN 
BETTER. 


Does  What  a  Bicycle  Bell 
Should  Do. 

Gives    a    loud,    continuous,    unmistakable, 
clear-the-road  alarm. 

Few  parts  ;  no  spring  in  striking  mechanism; 
cannot  rattle;  acts  instantly. 

Can  be  operated  on  either  front  or  rear 
wheel. 

Popular-Priced  and  a  Great  Seller. 


GET  CATALOG. 


FRANK  MOSSBERG  CO., 

ATTLEBORO,  MASS. 
•••••••••••••••••••••••••••• 


330 


THE  BICYCUNG  WORLD 


Model  6 


Our  Business  More  than  Doubling  Every  Year. 

REASON  FOR  IT?      CERTAINLY.      VhINK  IT  OVER. 

MR.  DEALER :— Send  us  your  name  and  address  at  once  and  we  will  tell 
you  how  to  increase  your  business  in  1902 ;  and  if  you  are  a  hustler,  you  can 
double  it.    Don't  delay. 

We  don't  care  how  many  people  know  that  we  build  Spring  Seat  Posts  and 
Expanders  exclusively,  and  that  hustling  makers  of  Bicycles  and  Motor 
Cycles  are  giving  BERKEY  SPRING  SEAT  POSTS  as  an  option  on  their  1902 
wheels.    Insist  upon  it. 

All  leading  jobbers  catalogue  it,  too. 

Thousands  of  satisfied  riders  using  them  all  over  the  world.  Have  you 
seen  our  1902  catalogue,  just  out  ?    Will  be  pleased  to  mail  you  one. 

BERKEY  SPRING  SEAT  POST  COMPANY 

85  Campau  Street,  GRAND  RAPIDS,  MICH. 


Model  C 


FISHER 
TUBE 

RACING 


RACING    MODEL 


AND 


HOCKEY  SKATES 


Handsome — Strong — Light — Comfortable — Fast 


An  Unequaled 

SIDE  LINE 

for  the  Winter  Months 


HOCKEY     MODEL 


Makers: 


THE  CROSBY  COMPANY,  Buffalo,  N.  Y. 


"LIBERTY"  CHIMES 


BICYCLE  and^^:^ 
MOTOR  CYCLE  BELLS 


Original  in  Design.  Practical  in  Construction. 

^  Superb  in  Finish. 

In  a  word   their   general   excellence  has  made  them 
pre-eminent  everywhere. 


FOR  SALE  BY  ALL  THE  LEADING 
JOBBERS. 


USED  BY  ALL  DISCRIMINATINQ 
PURCHASERS. 


LIBERTY  BELL  CO.,   Bristol,  Conn. 


THE  BICYCLING  WORLD 


331 


Bending  of  Handle-Bars. 

While  rosin  and  even  lead  are  often  used 
for  filling  tubes  ready  for  bending  into 
handle  bars,  some  dealers  and  repairers  pre- 
fer sand  for  this  purpose. 

The  packing  material  which  I  should  rec- 
ommend is  fine  silver  sand,  the  finer  the  bet- 
ter, says  one  of  these.  This  should  be  care- 
fully sifted  through  a  very  fine  mesh  sieve. 
Any  lumps  may  cause  "Ivinliiug"  on  the  in- 
side of  the  bend.  The  sand  should  be  dried 
perfectly  dry,  so  that  there  is  not  a  particle 
of  moisture  in  it.  This  can  very  well  be 
done  by  spreading  it  out  on  a  disused  tea 
tray  or  other  flat  receptacle  and  letting  it 
lay  on  the  brazing  hearth  or  smith  forge. 

It  should  be  kept  in  a  tin  can,  along  with 
a  tin  scoop  and  a  tin  funnel,  for  purposes  of 
filling  the  tubes.  The  can  should  have  a 
good  fitting  lid,  and  should  be  kept  in  a  dry 
place,  as  the  sand  will  absorb  moisture  if 
any  be  about.  It  is  very  dangerous  to  heat 
sand  packed  tubes  with  tightly  fitting  plugs 
if  there  is  any  moisturfe  in  the  sand.  This 
fact  should  be  carefully  remembered,  other- 
wise a  very  serious  accident  may  result, 
often  causing  loss  of  sight  or  very  great 
damage  to  the  eyes  of  the  operator,  or  any 
one  who  may  be  at  hand  when  the  explosion 
takes  place. 

In  filling  the  tube  one  plug  must  be  tightly 
driven  in  and  the  tube  held  vertically.  The 
sand  may  now  be  poured  in  through  the  fun- 
nel by  means  of  the  tin  scoop.  After  about 
three  inches  of  the  tube  has  been  filled  with 


saud  it  should  be  rammed  down  as  tightly  as 
possible.  The  ramming  can  best  be  done 
with  a  length  of  round  Bessemer  rod  of  a 
diameter  just  under  the  diameter  of  the  in- 
side of  the  tube.  This  rod  should  be  about 
tliree  feet  long,  and  should  be  jumped  up  and 
down  in  the  tube  much  in  the  same  manner 
as  a  ramrod  is  jumped  in  the  muzzle  of  a 
miizzle  loading  gun. 

This  opei'ation  of  ramming  down  the  sand 
is  a  most  important  one,  and  should  be  very 
thoroughly  carried  out,  the  ramming  being 
repeated  for  each  three  inches  of  the  tube 
filled  with  sand. 

When  the  tube  is  nearly  filled  the  top  plug 
should  be  tried,  and  if  this  comes  in  contact 
with  the  sand  at  about  the  same  time  as  it 
becomes  a  fit  in  the  tube  it  may  be  driven 
home  by  heavy  blows  of  the  hammer,  thus 
effectually  closing  up  the  tube  and  giving  the 
final  compression  to  the  sand. 


Stiil  Sticks  to  Saddles. 

That  famous  English  inventor,  John  Har- 
rington, who  will  always  be  remembered  in 
connection  with  the  cradle  spring  for  sad- 
dles which  bore  his  name,  has  invented  an- 
other saddle  for  the  modern  safety  bicycle. 
It  is  said  to  possess  many  good  features. 


Wliat  Efficiency  is. 

Efficiency  may  be  said  to  be  the  ability  of 
any  machine  or  appliance  to  perform  the 
task  for  which  it  is  intended,  with  the  high- 
est possible  degree  of  satisfaction  and  econ- 
omy of  labor.  As  applied  to  cycles,  it  may 
be  taken  to  mean  the  attainment  of  the  best 
possible  results  with  the  least  expenditure 
of  force;  or,  in  other  words,  the  direct  util- 
ization of  the  maximum  percentage  of  the 
energy  applied,  with  the  minimum  percent- 
age pf  waste.  TTiis  being  the  great  end  to 
which  the  maker's  efforts  should  be  direct- 
ed, lightness  can  only  be  considered  as  one 
of  the  many  contributing  factors  toward 
this  end,  and,  moreover,  a  quality  which,  if 
, carried  beyond  the  point  at  which  the  effi- 
ciency and  reliability  of  a  machine  are 
threatened,  becomes  a  distinct  fault  instead 
of  a  virtue. 

The  next  six  day  "grind"  is  scheduled  to 
take  place  at  the  7th  Regiment  Armory, 
Philadelphia,  beginning  January  13.  A 
12  lap  track,  29  feet  wide,  will  be  built,  and 
it  will  form  an  almost  perfect  circle.  Near- 
ly all  the  men  who  competed  at  the  recent 
race  in  this  city  are  said  to  have  offered  to 
enter. 


"Defects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motocycles  and  How  to 
Mnuage  Them."  $1.  The  Goodman  Co..  Boi 
S49.  New  York.  ••• 


Shoes  Instead  of  Cycles. 

Moreau  Brothers,  of  East  Brookfield,  Mass., 
who  formerly  manufactured  bicycles,  have 
replaced  their  bicycle  machinery  with  that 
suitable  for  the  manufacture  of  shoe  coun- 
ters. 


Jobbers,  Be  Wise! 


Handle  these 
Goods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 

1902 

Price 
List. 


THE  ERfE  CRACK. A-  JACK  (OOUi 
PATENTED  MAV  29.  19i 

PENNSYLVAMA   RUBBER  CO. 
ERIE.   PA, 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK 

BUFFALO 


CHICAGO  BOSTON 

PHILADELPHIA 


Don't  close 

until  you 

consider 

our  entire 

line. 


FOR  A  PROSPEROUS  NEW  YEAR 


...TRY   THE... 


Wolff  American 

f  RC^Sl  Agencies 

^       We  are  closing;  rapidly  with  representative  dealers 

fin  all  sections. 
If  you  are  looking  for  the  lines  that  will  put 
"  ginger  "  in  the  bicycle  business  and  make  it  profit- 
able, it  will  pay  you  to  write  us. 


(^*  ^*  (^*  t^^ 


Stearns  Bicycle  Agency 

GENERAL  DISTRIBUTORS  OF 

Wolff- American  and  Re§:al  Bicycles 
Elfin  Juveniles 

SYRACUSE,   NEW  YORK 


332 


THE  BICYCLING  WORLD 


Screw  Threadi  and  Standards. 

The  outside  diameter,  the  pitch''(that  Is,  the 
distance  between  the  centimes  of  two  adjacent 
turns)  and  the  shape  of  tlie  section  of  the 
tliread  are  the  three  elements  necessary  to 
completely  specify  a  screw,  says  a  British 
maljer,  discussing  the  new  thread  adopted 
by  the  Cycle  Engineers'  Institute. 

For  transmitting  motion  the  square  thread, 
or  a  type  approximate  thereto,  is  best,  since 
tlie  rubbing  surfaces  are  nearly  at  right 
angles  to  the  direction  of  the  motion,  and 
friction  is  thereby  reduced  to  a  minimum. 
For  a  bolt  and  nut  fastening  a  triangular 
screw  thread  is  preferable  for  many  reasons. 
In  the  first  place,  a  triangular  thread  is  not 
so  liliely  to  be  stripped  as  a  square  thread 
of  the  same  pitch;  secondly,  the  sloping  sur- 
face of  the  triangular  thread  gives  a  wedging 
action,  so  that  the  friction  grip  obtained  is 
greater  than  that  got  by  a  square  threaded 
screw  of  the  same  pitch. 


It  is  not  practicable  to  make  the  thread 
exactly  triangular  in  section,  as  this  would 
leave  a  sharp  angular  ridge  or  cutting  edge 
that  might  injure  any  one  having  to  handle 
the  screw,  while  the  sharp  corner  at  the  bot- 
tom of  the  thread  would  Avealien  the  bolt  un- 
duly. In  all  so-called  triangular  threads  the 
angular  corners  at  the  top  and  bottom  of 
the  thread  are  truncated. 

In  the  Whitworth  system  (the  first  stand- 
ard system  of  screw  threads  to  be  adopted, 
and  still  in  universal  use  in  Britain  for  gen- 
eral engineering  purposes)  the  angle  of  the 
tliread  is  55  degrees,  and  one-sixteenth  of  the 
height  of  the  triangle  is  rounded  off  at  top 
and  bottom.  In  the  Sellers  screw  thread  (the 
American  standard  system)  the  angle  is  60 
degrees,  while  a  depth  equal  to  one-eighth  of 
the  pitch  is  taken  off  square  at  the  top  and 
bottom  of  the  thread.  The  C.  E.  I.  thread 
has  an  angle  of  (10  degrees,  and  a  distance 
equal  to  one-sixth  part  of  the  pitch  is  rounded 
off  at  top  and  bottom. 


How  to  Operate  It. 

English  "as  she  is  spoke"  by  the  Teutons 
is  sometimes  amusing,  even  when  meant  in 
sober  earnestness.  A  German  firm  which 
manufactures  motor  bicycles  sends  out  these 
instructions  with  each  one: 

"1.  Kide  as  usual  in  fair  speed. 

"2.  See  that  the  compression  tap  is  open. 

"3.  Snitch  handle  on. 

•"4.  Press  little  propelling  wheel  on  back 
tire  gently— the  motor  will  start,  if  not,  find 
right  carburation  by  turning  very  slowly 
carburation  tap. 

"5.  When  motor  has  started,  shut  the  com- 
pression tap. 

"6.  To  stop,  snitch  handle  off." 

This  is  the  whole  thing  in  a  nutshell.  The 
closing  injunction,  in  particular,  is  im- 
pressive. 


"Motocycles  and  How  to  Manage  Them"; 
120  pages,  41  illustrations;  cloth  bound.  $1. 
Tlip  (Joodman  Co..  Box  B49.  New  York.    ••* 


NINE   YEARS   AHEAD   OF   THEM   ALI 


YOU    ALL   KNOW    IT'S    THE    BEST. 

Why    try    to    fool    yourself    or    your    customers    with    weak    irr»itations  ? 

PERSONS    MFC.    COMPANY,  CHARLES  A.  PERSONS,  President,  WORCESTER,    MASS. 


«« 


The  Big  ehief  of  the  Hendee  Tribe" 

That  about  describes  the  p.osition 
of  the 

Indian   Motor  Bicycle 

as  it  is  but  the  leader  of  our  line.  We  have  other  Indians 
— pedal-propelled  Indians  at  $25.00,  $30.00  and  $35.00 
and  like  the  "  Big  Chief,"  they  are  of  the  kind  that  make 
easy  the  capture  of  customers. 

If  you  desire  to 

Make  the  Scalp  Locks  Stand 

on   the   heads   of   your  rivals,   the   Indian    Agency  will 
help  you  do  it. 

HENDEE  MaNCJFaeTURING  eOMPaiVY,  Springfield,  Mass. 


THE  BICYCLING  WORLD 


333 


The  Week's  Patents. 

689,451.  Bicycle  Support  or  Rest.  David 
H.  Barry,  Newport,  R.  I.  Filed  May  10,  1901. 
Serial  No.  60,447.    (No  model.) 

Claim.— 1.  A  bicycle  support  or  rest,  com- 
prising two  clamping  members,  arms  ex- 
tending in  opposite  directions  carried  by 
each  of  said  members,  a  pair  of  diverging 
arms  or  plates  pivotally  comiected  to  said 
members,  a  curved  segmental  arm  connected 
to  each  plate,  and  adjustably  secured  to  the 
member,  and  an  adjustable  leg  or  plate  con- 
nected to  each  of  said  diverging  arms  or 
plates  to  which  the  segmental  arm  is  con- 
nected. 

689,467.  Bicycle  Frame.  .Joseph  S.  DilvC- 
man,  Torrington,  Conn.,  assignor  of  one-half 
to  Charles  S.  Dilieman,  Torrington,  Conn. 
Filed  June  22,  1901.  Serial  No.  65,6.55.  (No 
model.) 

Claim.— 1.  In  a  bicycle  frame  the  combina- 
tion with  the  main  upright,  of  two  sleeves 
disposed  in  line  with  each  other,  one  of  said 
sleeves  secured  to  the  top  bar  of  the  fi'amo 
and  said  upright  and  the  other  sleeve  remov- 
able from  said  upright  and  secured  to  the 
rear  fork  or  stay. 

689,485.  Bralie  for  Bicycles  or  Other  Lilve 
Vehicles.  William  B.  Govett,  Brisbane, 
Queensland.  Filed  Dec.  20,  1900.  Serial  No. 
40,603.    (No  model.) 

Claim. — 1.  In  improvements  in  bralies  for 
bicycles  and  other  like  vehicles,  tire  bell 
crank  H,  the  top  arm  slotted  out  to  a  chisel 
point,  acting  as  a  pawl  between  two  cheeks 
and  provided  with  a  shoulder,  the  lower  arm 
composed  of  two  pieces  of  spring  steel  and 
provided  with  a  stud  and  a  brake  and  con- 
nections operated  by  said  bell  crank  lever 
as  and  for  the  purpose  set  forth  and  as  here- 
in described. 

689,493.  Rifle-holding  Saddle.  John  Jarvis, 
Kensington,  England.  Filed  Jan.  14,  1901. 
Serial  No.  43,206.     (No  model.) 

Claim. — 1.  The  herein-described  means  for 
enabling  a  rifle  or  similar  article  to  be  car- 
ried on  a  cycle,  same  comprising  a  saddle 
divided  longitudinally  into  two  parts  pivoted 
together,  the  fore  and  after  ends  thereof 
being  formed  as  jaws  adapted  to  receive  and 
grip  the  rifle  or  similar  article  to  be  carried, 
substantially  as  herein  described. 

689,599.  Velocipede.  William  H.  Suoav, 
San  Francisco,  Cal.  Filed  Aug.  12,  1901. 
Serial  No.  71,744.     (No  model.) 

Claim.— 1.  A  velocipede  comprising  a  plat- 
form on  wheels,  having  rectangular  openings 
extending  longitudinally  and  parallel  with 
each  other;  footpieces  fitted  to  slide  in  said 
openings  and  provided  with  rollers  which 
are  adapted  to  travel  on  the  ground;  guides 
for  the  footpieces  on  the  sides  of  the  plat- 
form-openings; and  coiled  springs  attached  to 
the  footpieces  and  to  the  platform. 

689,622.  Compound  for  Stopping  Punct- 
ures in  Pneumatic  Tires.  Adolph  J.  Otto 
and  Thomas  J.  Brennan,  Pawtucket,  R.  I. 
Filed  May  29,  1901.  Serial  No.  62,390.  (No 
specimens.) 

Claim.— A  compound  for  stopping  tu-e 
punctures,  which  consists  of  aluminum,  am- 
monia, plaster-of-paris,  dissolved  soap  and 
water  in  about  the  proportions  set  forth. 

689,646.  Bicycle  Support.  Lindoro  de  In- 
tinis,  St.  Louis,  Mo.  Filed  June  22,  1901. 
Serial  No.  65,712.    (No  model.) 

Claim.— A  bicycle  support  comprising  the 
side  members  or  legs  adapted  to  be  secured 
at  their  inner  ends  to  the  front  axle  of  a  bi- 
cycle, the  outer  ends  of  said  legs  being  con- 
nected to  a  square  frame,  a  footpiece  hinged 
to  each  side  of  the  frame,  and  a  spring  sur- 


rounding each  side  of  the  frame  and  bearing 
upon  the  footpiece  adapted  to  normally 
throw  the  same  away  from  the  leg  or  sup- 
porting member,  and  a  loop  adapted  to  be  ar- 
ranged upon  the  bicycle  for  the  purpose  of 
retaining  the  spring  feet  on  the  support,  sub- 
stantially as  set  forth. 

689,747.  Wax  Burning  Lamp.  Arthiu-  J. 
Pursall  and  Herbert  D.  Jackson,  Birming- 
ham, England.  Filed  July  12,  1901.  Serial 
No.  68,052.     (No  model.) 

Claim.— A  wax  lamp  comprising  a  body, 
a  base  removable  therefrom,  a  reservoir,  a 
perforated  vertically  disposed  diaphragm  in 
said  reservoir  forming  two  compartments, 
one  of  which  is  designed  for  the  reception  of 
a  wax  cake  and  the  other  of  which  has  a 
passage  leading  therefrom,  and  a  burner  lo- 
cated below,  and  in  proximity  to  said  reser- 
voir, and  comprising  a  burner  receptacle  into 
which  said  passage  leads  and  a  wick  extend- 
ing down  to  a  point  adjacent  to  the  lower 
end  of  said  receptacle,  the  said  reservoir  and 
burner  being  carried  by  said  base  and 
Adapted  to  be  removed  from  said  body  there- 
with. 

689,762.  Brake.  Frederick  C.  Taylor,  Chi- 
cago, 111.  Filed  March  7,  1901.  Serial  No. 
50,182.     (No  model.) 

Claim.— 1.  In  a  bralie,  the  combination  of 
a  rotatable  axle  having  a  sleeve  loosely  jour- 
ualled  thereon;  a  wheel  loosely  journalled  on 
said  axle  and  having  a  flange  overlapping 
said  sleeve;  a  coil  spring  having  one  end 
secured  to  said  sleeve  and  the  other  end 
secured  to  said  flange;  a  clutch  connecting 
s;ud  sleeve  and  axle;  an  independent  clutch 
connecting  said  flange  and  axle;  and  means 
for  stopping  either  said  sleeve  or  said  wheel 
against  rotation  in  either  direction,  during 
the  rotation  of  said  axle  in  either  direction. 

689,795.  Bicycle  Driving  Mechanism.  James 
S,  Copeland,  Hartford,  Conn.,  assignor  to 
American  Bicycle  Co.,  Jersey  City,  N.  J., 
and  New  York,  N.  Y.,  a  corporation  of  New 
Jersey.  Filed  March  29,  1899.  Serial  No. 
710,907.     (No  model.) 

Claim.— 1.  In  a  vehicle  driving  mechanism, 
in  combination,  a  driving  shaft  bracket,  a 
cylindrical  bushing  adjustably  mounted 
within  said  bracket  and  extending  beyond 
its  socket  at  both  ends,  a  lock  nut  screwed 
on  to  one  end  of  the  bushing,  a  ball  support- 
ing case  secured  to  the  other  end  of  the 
bushing,  a  driving  shaft  located  within  the 
bushing,  ball  bearings  between  the  shaft  and 
the  inner  surface  of  the  bushing,  a  bevel 
gear  wheel  secured  to  the  shaft  and  having 
an  undercut  edge  forming  a  cone,  and  ball 
bearings  located  between  said  undercut  cone 
and  the  case  on  the  outside  of  the  bushing. 

689,819.  Bicycle.  Charles  L.  Horack, 
Brooklyn,  N.  Y.  Filed  May  27,  1896.  Re- 
newed April  23,  1901.  Serial  No.  57,159.  (No 
model.) 

Claim.— 1.  Ii^  a  bicycle,  the  combination 
with  its  frame,  of  the  pedal  shaft,  the  pedals, 
the  geared  pedal  wheel,  an  independent  shaft, 
a  pinion  on  said  shaft  and  in  interior  engage- 
ment with  the  pedal  wheel,  a  power  transmit- 
ting device  between  the  shaft  of  the  pinion 
and  the  axle  of  the  driving  wheel,  and  means 
for  sliding  said  pinion  along  its  axle. 
TRADEMARKS. 

37.516.  Polishes  for  Metal.  Wood,  and 
Enamel.  Buffalo  Specialty  Mfg.  Co.,  Buf- 
falo, N.  Y.    Filed  Sept.  23,  1901. 

Essential  feature.— The  words  "Liquid 
Veneer."     Used  since  July  1,  1901. 

37.517.  Oils  and  Lubricants,  Except  Lubri- 
cating Oils,  Tire  Fluids  and  Cement.  James 
S.  Longhurst,  jr.,  Brooklyn,  N.  Y.  Filed 
Aug.  16,  1901. 

Essential  feature.— The  representation  of 
an  elephant.    Used  since  April  10,  1901. 


--.THE. 


"THE  ONE 

THAT 
COASTS," 


Coaster  Brake 


IS    USED 


EXCLUSIVELY 

ON  THE   FOLLOWING 

CHAINLESS 
BICYCLES 


National 

Dayton 

Racycle 

Yale 

Wolff-American 

Snell 

Regal 

Century 

Buffalo  King 

Daycycle 


Successful  application  to  chainless  con- 
struction signifies  superior 
workmanship. 

RIGGS-SPENCER  CO., 

ROCHESTER.  N.  Y.,  U.S.A. 


334 


THE  BICYCLING  WORLD 


CHAMPION  HUBS 

Write  tor  Complete  Description  and  Prices. 


LIGHT    WEIGHT    RACING    MODBL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHOE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  oi  the 


MORSE  rSS-'^r  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Frictlonless 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin     Roller.  Fits    regular 

sprockets. 

Send  for  Catalosfue  and 
Trade  Price  to 

Morse  Chain  Co.,  inimansuurg:,  n.  y. 


One  Cause  of  Leaks. 

Slow  leaks  in  a  tire,  according  to  the  Hart- 
ford (Coun.)  Rubber  Worlss,  may  often  be 
located  in  the  valve.  A  valve  becoriies 
clogged  with  a  particle  of  some  foreign  mat- 
ter, which  prevents  the  plunger  from  work- 
ing freely.  In  such  cases,  and  in  fact  as 
often  as  the  tire  is  inflated,  it  is  advisable 
to  work  the  plunger  of  the  valve  freely  with 
the  little  projector  on  the  valve  cap.  A  drop 
of  oil  (not  more)  may  often  be  necessary  for 
the  proper  working. 


WANTS  AND  FOR  SALE. 

1 5  cents  per  line  of  seven  words,  cash  with  order. 

XA/ ANTED — Everyone  interested  in  motor  bi- 
cycles to  purchase  "Motocycles  and  How  to 
Manage  Them."  Contains  126  pages  bristling 
with  information.  $1.00  per  copy.  For  sale  by 
The  Goodman  Co.,  154  Nassau  St.,  New  York  City 

IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  bars  andextensions  tor  iqoz  and 
you  will  be  agreeably  surprised.  Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 

Century  Cycles 

couldn't  be  better. 

MILWAUKEE  CYCLE  CO..    Milwaukee.  Wis. 


liXTHE  PHOENIX 


COASTER-BRAKC, 


INDUSTRIAL  MACH-C0.6YRACUSE>nr. 


*M#ic*(i..    -j^-i?^- 


4:^>M'A^^~«)>ijwll 


NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  MFO.  CO., 
Buffaro,  N.  Y. 


AND  AND  FOOT  PUMPS, 


Hi 


Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  W«terbury,  Conn. 
Depot*:  aio  Lake  St.,  Chicago. 

4*1  Broome  St.,  New  York 

►♦♦♦♦♦♦♦♦♦♦♦ 


♦♦< 


OILERS. 


(( 


PERFECT" 

'  mgnKmrmTSai— ^    25C. 


GEM" 


<i 


LEADER 


STAR' 


We  make  oilers  for  almost  the  entire  trade.     The 
quality  of  our  oilers  is  unequaled. 

GUSHMAN  &  DENISON,  Mfrs.  240-2  W.  23d  St.  N.  Y. 


THE  MAGIC        \ 

«f  I /^  COMPLETE   RE  PAIR  TOOL  FOR  all' 
I^S  SINGLE  TUBE   TIRES.  / 


HAS  APOINTONLYXerN.  DIAMETER. 
THE  MAQIC  is  as  good  as  ever.    But  prices  are  dif- 
ferent.     Get  our  new  quotations  for   1902   and   you 
will  be  right  in  it.      You  will  find  it  well  wortli  the 
trouble. 
THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEE  ST.,  CHICAGO,  ILL. 


"D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

ABsoLUTELr  THE  BEST    Quad  and 

Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


Sterling  Continuous  Ringing  Chime. 


NON-WINDINO. 


SinPLE,     con  PACT, 
DURABLE. 


EVERY  BELL  GUARANTEED. 


POR  SALE  BY  THE  WHOLESALE  HARDWARE  AND 
ORTINQ  GOOD  DEALER.S. 


NON'-REVOLVINO. 

Clear,  Loud,  Penetrating 
Alarm. 


( PATENT  PENDING.) 


N.  N.   HILL  BRASS   CO.,  a,^„5°5„«„ 

EAST  HAMPTON,  CONN. 

SALESROOMS:    84-86  Chambers  St.,  NEW  YORK, 
45  P«arl  St„  BOSTON. 


/ 


Volume  XLIV. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  which  ii  Incorporated  **  The  Wheel  and  Cycling  Trade  Review  "  and  the  **  American  Cyclbt'* 
New  York,  U.  S.  A.,  Thursday,  January  9,  1902. 


No.   15 


JOBBERS  GET  TOGETHER 


As  a  Result  There  are  now  but  two  Where 
Four  Before  Existed. 


Two  notable  shifts  in  the  jobbing  trade 
liave,  like  Lochinvar,  "come  out  of  the  West" 
within  the  last  week,  one  from  Denver,  the 
other  from  Los  Angeles. 

In  the  former  E.  T.  Weiant  and  the  Ex- 
celsior Supply  Co.  are  the  parties  concerned. 
They  have  amalgamated  under  the  title  Con- 
solidated Supply  Co.,  with  Mr.  Weiant  as 
treasurer  and  general  manager,  and  George 
T.  Robie,  manager  of  the  Excelsior,  as  presi- 
dent, the  company  having  been  incorporated 
with  a  capital  stock  of  $30,000,  all  paid  in. 
Paul  P.  Pratt,  secretary,  is  the  otner  officer 
of  the  new  corporation.  The  business  will 
be  carried  on  at  the  former  Weiant  address, 
1009-1611  Glenarm  street. 

The  Los  Angeles  deal  comprises  the  pur- 
chase entire  of  the  E.  H.  Crippen  Cycle  and 
Supply  Co.  by  the  W.  H.  Hoegee  Co.,  of  the 
same  city.  

Coaster  Brake  Trouble  Settled. 

The  friction  and  litigation  involving  the 
Wyonia  and  E.  Z.  coaster-bralies  has  been 
amicably  settled.  As  a  result  the  makers 
of  the  Wyoma,  the  Eeadiug  (Pa.)  Automo- 
bile and  Gear  Co.,  now  control  and  will 
manufacture  the  E.  Z.,  which  at  one  time 
they  threatened  to  antagonize.  The  owner 
of  the  patent,  E.  E.  Ziegler,  of  Philadelphia, 
Pa.,  will  handle  the  brakes  in  that  city  and 
in  Philadelpliia  County. 

In  referring  to  the  matter  the  Reading- 
people  say  that  with  the  six  patents  which 
they  now  possess  they  "cover  fully  all  feat- 
ures and  constructions  of  coaster-brakes"— a 
remark  that  time  may  or  may  not  prove 
significant. 


Tires  to  go  up. 

While  nothing  definite  may  be  stated  at 
this  time,  tliere  is  a  well  defined  report  that 
tlie  price  of  the  cheaper  tires  is  due  for  a 
substantial  advance;  it  is  probably  growing 
out  of  the  recent  gettiug-together  of  the  Til- 
lingliast  licensees,  although  the  Tillinghast 
people  themselves  prefer  to  "look  wise  and 
say  nothing." 


End  of  the  Cycle  Age. 

The  Cycle  Age.  of  Chicago,  is  no  more. 
The  financial  troubles  which  have  for  some 
time  worried  its  publishers  have  forced  the 
decision,  and  the  paper  has  been  discon- 
tinued. 

Like  all  of  the  cycling  publications  save 
the  Bicycling  World,  the  Cycle  Age  stam- 
peded to  the  automobile  industry,  and  sought 
to  mix  cycles  and  automobiles  in  a  propor- 
tion of  about  one  to  ten;  the  mixture  was 
cleverly  disguised  by  the  use  of  a  cover 
entitled  "Cycle  Age"  on  the  papers  circulated 
in  the  cycle  trade,  and  another  titled  "Motor 
Age"  on  those  mailed  to  the  automobile  peo- 
ple, the  contents  of  both  publications  being 
identical.  The  mixture  failed  to  impart 
strength,  however,  and  now  the  cycling  cloak 
'  has  been  discarded  and  only  the  Motor  Age 
remains,  its  continuance  being  subject  to  the 
direction  of  the  larger  creditors,  who  are 
now  practically  in  charge. 


GUNNING  FOR  GRIDLEY 


What  the  Attaching  Creditors  Want. 

There  is  scheduled  to  be  a  hearing  in  the 
United  States  Circuit  Court  at  New  Haven, 
Conn.,  this  week,  before  Judge  Townspud, 
relative  to  the  affairs  of  the  Worcester  Cycle 
Mfg.  Co.,  of  Middletown,  Conn.,  regarding 
the  rights  of  certain  attaching  creditors  who 
claim  some  of  the  property  in  payment  of 
their  indebtedness. 

The  trustee  in  insolvency,  appointed  in 
Connecticut  by  the  Probate  Court,  claims 
that  the  attachments  were  dissolved  by  the 
appointment  of  a  receiver  and  that  the  at- 
tachment liens  have  been  otherwise  lost.  He 
also  asserts  that  the  property,  while  being 
free  from  the  claims  of  certain  creditors, 
should  be  held  for  the  payment,  pro  rata,  of 
all  the  creditors. 


Changes  in  Grips  and  Pedals. 

On  1902  Columbias  rubber  pedals  are  the 
standard  equipment— a  return  to  earlier  prin- 
ciples that  would  have  created  at  least  a 
mild  furor  but  a  few  years  since.  Leather 
liandle  bar  grips  have  also  been  substituted 
for  cork  ones. 

Qithens  Joins  G.  and  J. 

H.  A.  Githens  has  joined  the  .staff  of  the 
G.  &  J.  Tire  Co.  He  is  no  stranger  to  the 
duties,  having  sold  the  tire  when  he  was 
identified  also  with  the  Rambler  bicycles. 


Syracuse  Man's  Creditors  Attempt  to  Up- 
set his  "Little  Family  Arrangement." 


Following  the  efforts  to  wind  up  the  Olive 
Wheel  Co.,  of  Syracuse,  N.  Y.,  the  wheels 
are  in  motion  to  throw  its  president,  F.  W. 
Gridley,  into  bankruptcy.  The  petition  to 
that  end  was  filed  in  the  United  States  Court 
at  Utica  on  Saturday  last. 

The  allegations  lend  color  to  tbe  reports 
that  Gridley  was  resorting  to  sharp  prac- 
tices. Four  acts  of  bankruptcy  are  alleged, 
viz.,  the  giving  of  a  mortgage  on  the  Grid- 
ley  block  to  his  mother,  Mrs.  Helen  M.  Grid- 
ley;  the  preferring  of  his  mother  by  giving 
this  mortgage,  in  deeding  the  block  to  his 
wife,  Mrs.  Edith  M.  Gridley,  and  in  not  dis- 
charging an  execution  under  which  his  gaso- 
lene launch  Merle  was  levied  on  by  the 
Sheriff.  The  moving  creditors  are  Barber 
Brothers,  of  Syracuse;  Delancy  •TParrish,  of 
New  York;  the  Palm-Fechteler  Co.,  of  New 
York,  and  the  B.  F.  Goodrich  Co.,  of  Akron, 
Ohio. 


Leacock  Establishes  Himself. 

R.  J.  Leacock,  whose  resignation  as  the 
buyer  for  the  bicycle  department  of  the  Nor- 
vall-Sliapleigh  Hardware  Co.,  St.  Louis,  Mo., 
excited  no  little  surprise,  has  established 
himself  in  that  city  as  the  R.  J.  Leacock 
Supply  Co.,  succeeding  the  Leacock-Woody 
Supply  Co.,  which  had  been  announced  but 
a  few  days  before.  Preparations  are  mak- 
ing to  incorporate  the  new  company,  of 
which  Mr.  Leacock  will  retain  the  control- 
ling interest.  While  he  will  not  confine  him- 
self to  bicycles  and  bicycle  supplies,  those 
goods  will  feature  prominently  in  his  busi- 
ness, tie  will  maintain  a  retail  store  as 
well  as  a  jobbing  warehouse. 


Narrowing  the  Guarantee. 

Tires  no  longer  constitute  the  only  equip- 
ment not  covered  by  the  bicycle  makers' 
guarantees.  Coaster-brakes,  saddles  and 
pedals,  and  in  one  instance  handle  bars,  are 
on  the  "excepted"  list— that  is  to  say,  pur- 
chasers are  referred  to  the  makers  of  the 
particular  articles  when  it  is  desired  that 
guarantees  be  "made  good." 


346 


THE  BICYCLING  WORLD 


HASTE  MADE  WASTE 


The  Story   of  a  Battery— And  the  Maker 
Gets  the  Blaine. 


Exiierii'iici'  is  usually  dearly  bought,  but 
there  is  unly  one  way  to  acquire  it,  aud  that 
is  to  make  tlie  purchase  at  the  uiarket  rate. 
S^ometinies  this  is  high,  as  the  following 
story,  the  truth  of  which  is  vouched  for,  will 
attest: 

They  had  beeu  talking  of  batteries  and 
their  yagaries,  and  speculating  whether  the 
battery  millenuium  would  ever  come — that 
happy  time  when  batteries  would  cease  to 
run  down,  short  circuit  and  perform  other 
antics  in  the  manner  in  which  only  they  can 
perform  them.  And  that  led  to  the  swap- 
ping of  experiences. 

"Do  you  remember,  Persons,  the  batteries 
you  threw  away  dowu  at  Worcester  last 
summer?"  asked  "Happy  Days"  Pitman  of 
C.  A.  Persons,  who  had  for  the  time  being 
ceased  to  wrestle  with  the  problem  of  mak- 
ing the  output  of  Royal  motor  bicycles  equal 
to  the  demand  of  clamoring  claimants. 

"Do  I  remember  it?  Well,  I  should  say  I 
did!"  was  the  reply.  "It  was  raining  cats 
and  dogs,  and  the  tricycle  came  to  a  sud- 
den stop  after  a  few  warning  slows.  I  got 
off  and  made  an  examination,  while  the  rain 
came  dowu  and  saturated  every  article  of 
clothing  1  had  on.  I  tried  everything— little 
things  first,  big  ones  afterward— but  entirely 
without  result,  except  that  it  became  cer- 
tain that  it  was  the  ignition  that  was  at 
fault.  So.  after  working  for  two  hours  or 
more,  I  took  out  and  threw  away  the  bat- 
teries, putting  in  their  place  a  new  set  I 
happened  to  have  along.  Then  I  started  off, 
and  the  luachiue  went  all  right." 

•'You  may  have  been  short  circuited,  but 
there  was  nothing  the  matter  with  your 
batteries,"  returned  Pitman.  "Lud  Havener 
came  along  the  next  day  and  saw  them  ly- 
ing by  the  road.  He  picked  them  up  and 
took  theru  to  his  shop.  There  he  tested 
them  and  found  that  they  were  all  right.  So 
the  next  time  he  needed  to  renew  his  bat- 
teries he  put  in  yours,  and  for  all  I  know 
he  may  be  riding  them  yet." 

"That  was  one  on  me,  for  sure,"  said  Per- 
sons. "But  it  wasn't  the  only  time  I  got 
fooled  on  batteries.  They  cost  me  a  pretty 
penny  before  I  cut  my  eyeteeth. 

"One  time,  I  remember,  my  batteries  got 
to  working  badly,  and  I  jumped  to  the  con- 
clusion that  they  were  worn  out.  So  I  had 
tiu^  people  at  the  automobile  storage  place 
lint  a  new  set  in  for  me.  That  niglit  I 
started  out  for  a  ride  and  got  as  far  as 
Forty-second  street  when  the  macliinc 
stopped  dead.  I  investigated  and  found  that 
I  could  get  no  spark.  So  I  telephoned  to 
the  storage  place  f.ov  a  man  with  my  old 
batteries.  He  came,  and  between  us  we 
made  the  change.  But  that  night's  ride  cost 
me  the  best  part  of  $10. 

"It  is  astonishing,  though,  how  careless 
'>no  will  be  with  l)attiries,  even  after  he  has 


usetl  them  long  enough  to  know  better.  Al- 
read.v  I  have  caught  myself  two  or  three 
times  leaving  the  plug  in  my  Royal,  once  for 
over  two  hours.  How  I  did  feel  like  kicking 
myself  for  it  I" 

"Yes.  and  when  riders  do  such  things  and 
their  batteries  run  dowu,"  interposed  Pit- 
man, "they  throw  the  blame  on  the  poor 
battery  makers.  It's  like  the  'wheel-broke- 
down-on-a-smooth-road'  story  of  the  early 
l)icycle  days." 

Brought  Them  Good  Business. 

"We  think  it  no  more  than  right,"  say 
Davis,  Allen  &  Co.,  London,  in  a  letter  to 
the  Bicycling  World,  "to  acquaint  you  with 
the  fast  that  the  Goodyear  advertisements  in 
your  export  editions  did  us  a  lot  of  good 
over  here.  We  received  no  end  of  corre- 
spondence aud  inquiries  from  all  over 
Europe,  all  of  which  we  have  since  followed 
up  by  personal  visits,  a  great  many  of  them 
resulting  in  permanent  business.  Since  that 
time  and  in  connection  with  the  Goodyear 
people  we  have  formed  here  an  entirely  sepa- 
rate company,  and  are  running  the  entire 
business  as  a  separate  concern,  under  the 
name  The  Goodyear  Tyre  &  Rubber  Co.  of 
London,  England." 


WAYS  OF  PROVIDENCE 


Whirligig  of  Time  Made  Bicycle  Room  Un- 
necessary—But it  is  Built. 


Warwick  Settlement  Drawing  Near."" 

It  is  expected  that  a  final  dividend  will  be 
paid  to  the  creditors  of  the  Warwick  Cycle 
Mfg.  Co.  some  time  next  month. 

There  is  now  in  the  hands  of  the  assignees 
something  over  $10,000  to  be  distributed,  the 
bulk  of  this  coming  into  their  hands  as  a 
result  of  the  settlement  of  their  suit  against 
the  Second  National  Bank  of  Springfield. 

At  a  meeting  of  the  Insolvency  Court  at 
Springfield  last  week  a  claim  of  C.  A.  Ross- 
burg,  of  Philadelphia,  was  allowed,  and  the 
assignees  were  authorized  to  sell  the  out- 
standing accounts  at  public  auction  or  pri- 
vate sale.  The  case  was  then  adjourned 
until  February  12  for  the  final  meeting. 


Admiral  Revises  Prices. 

Since  l)ecom!ng  established  in  a  factory  of 
their  own  -in  Marysville.  Ohio,  the  Admiral 
Lamp  Co.  have  been  enabled  to  effect  econo- 
mies such  as  now  permit  of  a  revision  of 
their  quotations.  The  figures  cannot  l)ut 
prove  of  prime  Interest  to  the  trade,  aud 
should  do  much  to  further  the  sale  of  the 
lamp,  already  one  of  the  most  salable  ar- 
ticles on  the  market.  The  dealer  who  can- 
not nu\ke  the  most  of  such  a  lamp  as  the 
Admiral,  which  permits  the  rider  to  use 
citlier  kerosene  or  carltlde,  as  his  fancy  dic- 
tates, is  lacking  tlic  (jiialities  lliat  go  to  malc(> 
up  a  salesman. 

Australia  Offers  an  Opportunity. 

An  Australian  suggests  tliat  tlie  ihmv  tariff 
mnkcs  an  o))i)ortunity  for  a  big  parts  and 
linings  nianufactui'er  to  set  liinis(>lf  up  in  tlie 
colony  as  an  assembler  of  bicycles.  He  be- 
lieves it  will  prove  a  paying  venture,  the 
scarcity  of  water  and  fodder  for  horses  mak- 
ing the  utility  of  the  bicycle  so  apparent  that 
its  use  is  certain  to  increase. 


The  immutability  of  undertakings  fathered 
by  goverument.s— national  or  State— is  strik- 
ingly shown  in  the  Rhode  Island  State 
House,  now  approaching  completion  at 
Providence. 

Many  years  have  passed  since  the  plans 
were  drawn,  and  almost  as  many  millions 
have  been  spent  on  the  building.  Favored 
with  a  magnificent  and  commanding  site — on 
one  of  the  many  hills  that  give  the  town  its 
uplifted  appearance — the  edifice  is  a  most 
notable  one.  On-  a  fine  day,  with  the  sun 
shining  full  on  its  white  walls  and  glittering 
dome,  it  presents  a  splendid  appearance,  and 
is  rightlj'  considered  one  of  the  "show 
places"  of  the  town. 

Away  back  in  the  nineties,  Avhen  the  build- 
ing was  planned,  it  was  the  avowed  purpose 
to  make  it  a  model  of  completeness.  This  being 
so,  a  bicycle  room  was  an  essential  feature 
of  the  plans — for  was  the  town  not  swarm- 
ing with  devotees  of  the  two-wheeler,  whom 
even  the  long  and  toilsome  climb  to  the  State 
House  failed  to  daunt?  And  did  they  not 
dispose  their  machines  on  the  grass,  lean 
them  against  half-finished  walls,  and,  in 
short,  bestow  them  wherever,  it  seemed 
handiest?  Of  a  truth  they  did,  and  there 
was  nothing  to  do  but  provide  accommoda- 
tion for  them  in  large  numbers. 

But  the  years  passed  and  the  times 
changed.  The  bicycle  room,  being  in  the 
basement,  was  one  of  the  last  places  touched. 
Consequently,  the  boom  had  come,  the  slump 
had  succeeded  it,  and  had  in  turn  been  fol- 
lowed by  a  sustained  depression.  Cycling 
was  no  longer  pursued  with  such  ardor  as 
of  yore,  and  the  cycle  itself  had  become 
very  largely  a  business  vehicle. 

W^hen  it  came  time  to  finish  the  bicycle 
room,  therefore,  lo!  there  appeared  to  be  lit- 
tle use  for  it.  The  number  of  machines  rid- 
den to  the  State  House  and  left  there, 
whether  for  but  a  few  minutes  or  for  a 
number  of  hours,  was  very  small.  Of  the 
State  government— the  Governor,  the  legis- 
lators, etc.— none,  of  the  clerks,  messengers 
aud  other  attaches,  few.  rode  to  the  State 
House  on  bicycles.  The  trolley  car  was  an 
easier  method  of  transi)ort;ition.  and  had  be- 
come exceedingly  popular. 

But  the  fact  that  there  were  lew  bicycles 
to  dispose  of  in  the  building  did  not  prevent 
the  finishing  of  the  bi(ycle  room.  Such  a 
room  had  been  decreed,  it  appeared  on  the 
plans,  and  these  plans,  like  the  laws  of  the 
INfedes  and  Persians,  could  not  be  changed. 

As  a  result  the  room  is  being  proceeded 
with.  It  is  a  huge  room,  and  will  contain 
several  hundred  stands  for  bicycles.  These 
are  now  being  erected,  and  in  a  short  time 
will  be  completed  and  ready  for  occupancy. 

The   optimist    will  rejoice   at   this   adher- 


THE  BICYCUNG  WORLD 


347 


ance  to  the  original  plan  of  building.  He  will 
see,  with  the  eyes  of  faith,  a  renascence  of 
his  favorite  pastime,  witness  the  return 
swing  of  the  pendulum  that  will  once  more 
make  cycling  as  a  pastime  popular  and  fill 
the  new  room  to  overflowing  with  cycles. 

Of  these,  a  considerable  number  will,  of 
course,  be  motor  bicycles.  With  such  ma- 
chines, even  the  portly  and  dignified  legis- 
lators can  laugh  at  the  capital  hill  and  wel- 
come the  buffeting  winds  that  they  formerly 
dreaded.  

Chile  is  Strict. 

Exporters  of  wares  to  Chili  should  pay 
very  close  attention  to  the  customs  require- 
ments of  that  country.  These  regulations  re- 
quire that  every  package  of  wares  imported 
Into  Chili  shall  have  clearly  marked  thereon 
Its  weight  (a  statement  in  writing  is  not 
sufficient),  and  the  weight  thus  given  must 
under  no  circumstances  be  more  than  10  per 
cent  less  than  that  ascertained  by  weighing 
at  the  time  of  entry.  If  the  weight  is  found 
to  have  been  correctly  given,  the  wares  are 
passed  through  the  custom  house  with  great 
promptness— otherwise  there  is  apt  to  be 
much  delay  and  inconvenience.  If  the  weight 
is  found  to  have  been  incorrectly  stated,  or 
If  the  contents  of  the  package  differ  from 
the  statements  made  in  the  customs  declara- 
tion, the  wares  are  subject  to  confiscation. 
The  importer's  declaration  is  based  upon  the 
invoice  and  the  bill  of  lading.  If  the  state- 
ments in  these  papers  are  incorrect,  the  cus- 
toms declaration  must  also  be  incorrect;  con- 
sequently exporters  cannot  be  too  careful  in 
preparing  such  documents. 


WAYS  THAT  DIFFER 


How  the  Dealer  and  the  Rider  Approached 
the  Motor  Bicycle. 


Santa  up  to  the  Minute. 

That  enterprising  English  firm,  Gamage, 
Ltd.,  is  nothing  if  not  up  to  date.  During 
the  recent  holidays  they  created  somewhat 
of  a  sensation  by  mounting  Santa  Clans  in 
their  window  on  a  motor  bicycle.  The  ven- 
erable gentleman  and  his  bicycle  were  cov- 
ered with  snow,  frost  and  presents,  and  alto- 
gether the  effect  was  striking  and  attracted 
crowds  of  onlookers. 


Motor  Bicycles  to  Hire. 

It  takes  a  courageous  man  to  think  of 
hiring  motor  bicycles  at  this  stage  of  the 
game.  Yet  a  London  concern  is  said  to  have 
entered  the  field,  and  announces  that  it  will 
hire  such  machines  at  10  shillings— $2.50— 
per  day.  This  is  less  than  the  ordinary  bi- 
cycle used  to  bring  when  given  over  to  the 
tender  mercies  of  the  hiring  class, 


Winter  Storage  Without  Charge. 

In  one  of  the  cities  in  upper  New  York  iu 
which  competition  is  unduly  keen  one  of  the 
dealers  is  offering  to  store  bicycles  free  dur- 
ing the  winter.  He  figures  that  he  will  get 
his  I'eward  in  repairs,  overhaulings  and 
coaster  brake  equippings  when  the  riding- 
season  opens. 


"Motocyclee  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound.  |1. 
The  Goodman  Co.,  Box  640,  New  Tort.    ••• 


"Is  it  any  wonder  that  tlie  motor  bicycle 
did  not  make  greater  progress  during  the 
last  season,  when  the  treatment  it  received 
at  the  hands  of  some  of  its  friends  is  borne 
in  mind?"  asked  a  well  known  tradesman  a 
short  time  ago. 

"I  have  in  mind  a  big  dealer  Avho  started 
in  to  sell  motor  bicycles,  and  who  thought 
he  would  be  able  to  make  a  great  success  of 
them.  One  hundred  machines  was  the  low- 
est estimate  he  would  think  of  placing  on  his 
season's  sales.  He  would  not  have  been 
greatly  surprised  had  this  number  been 
doubled,  so  confident  was  he  at  the  start. 
But  when  the  season  came  to  an  end  he 
found  that  his  actual  sales  totalled  just  about 
half  a  dozen;  and  he  was  not  certain  that  he 
might  not  count  himself  lucky  to  be  able  to 
place  the  number  so  high. 

"The  fault  was  almost  entirely  his  own, 
and  yet  it  is  impossible  to  convince  him  of 
this.  He  may  grudgingly  admit  that  some  of 
the  fault  was  his,  but  the  major  part  of  his 
ill  success  he  really  thinks  was  caused  by 
circumstances  entirely  beyond  his  control. 
And  this  in  spite  of  the  fact  that  he  was 
given  the  names  of  over  two  hundred  people 
who  were  much  interested  iu  motor  bicycles, 
and  needed  but  little  urging  to  become 
buyers. 

"But,  as  I  have  said,  the  trouble  lay  with 
the  dealer  and  his  employes.  They  never 
learned  how  to  take  care  of  and  look  after  a 
motor  bicycle.  No  less  than  seven  times 
during  the  season  were  they  beaten  to  a 
standstill  by  it.  It  went  wrong  on  these  oc- 
casions, and  try  as  they  might  they  were 
never  able  to  locate  the  trouble  and  remedy 
it.  Each  time,  as  it  turned  out,  the  trouble 
was  a  trivial  one  or  due  to  some  neglect  or 
oversight— an  inefficient  mixture,  sooty 
sparking  plug,  a  run  down  battery,  due  to  a 
failure  to  take  out  the  connecting  plug,  or 
something  of  that  kind. 

"Now,  if  they  had  taken  that  motor  bicycle 
and  ridden  it,  eaten  and  slept  with  it,  as  it 
were,  learned  its  peculiarities  and  mastered 
the  problems  it  presented,  there  would  have 
been  no  such  inability  to  locate  the  weak 
point. 

"Biit  they  did  not  do  this,  and  a  very  large 
proportion  of  the  troubles  experienced  by 
other  dealers  throughout  the  country  is 
traceable  to  the  same  failure  to  master  the 
motor.  Why,  even  the  rider  soon  learns  to 
take  care  of  the  little  troubles— and  they  con- 
stitute three-quarters  of  all  those  afflicting 
him.  He  isn't  stumped  if  something  goes 
MTong  and  the  motor  stops.  He  tries  a  dozen 
different  things,  none  of  which  take  him 
more  than  a  minute  or  two,  and  the  chances 
are  that  he  will  put  his  hand  on  the  diffi- 
culty and  have  it  set  to  rights  In  a  jiffey. 


"Why,  I  had  a  case  of  a  rider  whom  I  put 
on  a  motor  bicycle,  and  sent  him  off  for  a 
twenty-five  mile  ride  in  the  country  when  he 
had  never  ridden  two  miles  all  told  on  such 
a  machine.  I  thought  he  was  taking  chances, 
and  so  did  he,  but  he  said  he  wanted  to  see 
what  would  happen,  and  so  I  let  him  go. 

"He  was  back  in  about  a  couple  of  hours, 
perfectly  delighted  with  his  ride  and  the 
machine.  At  first  I  thought  his  trip  had  been 
without  incident,  but  he  soon  undeceived  me. 

"  'Everything  went  all  right,'  he  said,  'until 
I  got  about  three  miles  out.  Then,  on  strik- 
ing a  pretty  good  grade,  the  machine  first 
slowed  down,  and  then  would  have  stopped 
if  I  had  not  pedalled  until  I  got  to  the  top. 
Reaching  the  level,  it  went  along  again  all 
right.  But  upon  tackling  the  next  hill  it 
was  even  worse,  and  I  had  to  pedal  up  it  un- 
aided by  the  motor. 

"  'At  the  top  I  got  off,  determined  to  in- 
vestigate. The  motor  seemed  to  work  all 
right,  and  that  was  the  hopeful  sign.  It  oc- 
curred to  me,  therefore,  that  there  might  be 
something  wrong  with  the  driving  belt.  So  I 
examined  that,  and,  sure  enough,  there  was 
the  trouble.  It  was  just  tight  enough  to 
drive  on  the  level,  but  when  the  resistance 
became  greater  on  the  hills  it  slipped.  I 
tightened  it,  and  it  worked  like  a  charm.' 

"When  I  heard  this,"  continued  the  trades- 
man, "I  felt  like  congratulating  him  on  this 
exhibition  of  common  sense.  It  was  rare, 
and  I  could  not  help  contrasting  it  with  that 
of  the  dealer  referred  to." 


Recent  Incorporations. 

Sioux  City,  la.— J.  P.  Thompson  Double 
Roller  and  Ball  Bearing  Co.,  with  .?15,000,000 
capital.  Incorporators,  John  P.  Thompson, 
.\lmon  W.  Bulkley  and  U.  S.  G.  Cherry. 

Milwaukee,  Wis.— The  Merkel  Mfg.  Co., 
capital  $32,000,  to  manufacture  motocycles 
and  gas  engines.  Incorporators,  J.  F.  Mer- 
kel, Otto  C.  Uehling  and  Theodore  Jonas. 

Hartford,  Conn.— Gillette  Brothers,  with 
$10,000  capital,  to  manufacture,  buy  and  sell 
bicycles,  automobiles,  motocycles  and  all 
kinds  of  sporting  goods.  Incorporators,  C. 
Howard  Gillette,  of  Orange,  N.  J.,  and  Harry 
C.  Gillette  and  Norman  Gillette,  of  Hartford. 
Conn. 


Are  now  Reaching  out. 

One  of  the  minor  concerns  that  is  expe- 
riencing a  decided  improvement  in  business 
is  the  Lake  City  Cycle  Works,  Dunkirk, 
N.  Y.  The  concern,  in  addition  to  doing  a 
considerable  repair  business,  has  for  a  couple 
of  years  been  building  bicycles  for  the  local 
trade.  A  little  less  than  one  hundred  ma- 
chines were  turned  out  in  1901,  but  for  the 
present  year  this  number  will  be  materially 
increased.  Preparations  are  being  made  to 
build  250  machines  for  home  consumption, 
and  three  times  that  number  for  outside 
trade.  Work  was  started  on  these  machines 
this  week,  and  orders  have  been  received 
fi'om  Rochester,  Pittsburg,  Toledo,  Buffalo 
and  other  nearby  cities  and  towns. 


348  THE  BICYCLING  WORLD 




NATIONAL 
BICYCLES 


Boulder,  Colo . , 

November  4,  1901. 
We  are  much  pleased  with 
«Bi«w«i»i"*^-**^ii^'«— ■•■— ■^^"^■^^^^^■^   Nationals.  So  are  the  riders. 


THE  CHAINLESS  IS  PERFECTION. 
We  are  going  to  make  them  the  leaders  in  this  city  for  1902. 

Yours  truly, 

NEIHEISEL  BROS. 


"The  good  name  that 
endures  forever  is  count= 
ing  for  more  than  it  ever 
counted  before." 

—Bicycling  World,  Dec.  12,  1901. 


^Iational 
(2cle/\fg.  (9. 

BAY  CITY  MICH. 


Equal   them  — If  you   can. 

Investigate  the  merits   of   other  tires  —  find  out  what  they  are  made 
of,  how  they  are  made  and  how  much  they  cost.     Then  look  up  the 


FISK  TIRE. 


It  will  stand  investigation.  It  will  stand  comparison.  It  will  stand 
use.  Why  ?  Because  it  is  made  right — right  materials,  right  methods  of 
construction. 

You  cannot  find  a  better  tire  than  the  Fisk  —  you  can  easily  find 
many  that  are  inferior  to  it.     All  we  ask  is  an  investigation. 


FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 

BOSTON,  SPRINQFIELD,  NEW  YORK,  PHILADELPHIA,  SYRACUSE, 

604  Atlantic  Ave.  40  Dwight  St.,  83  Chambers  St.  916  Arch  St.  423  So.  Clinton  St. 

BUFFALO,  DETROIT,  CHICAGO,  SAN  FRANCISCO, 

28  W.  Qenesee  St.  252  Jefferson  Ave.  54  State  St.  114  Second  St.  i^ 


THE  BICYCUNG  WORLD 


349 


FOUNDED! 

^nc»;v^rOCYCLE  REVIEW^^ 

In  which  is  Incorporated 
-lie  Wheel"  and  the  "American  Cyclist. 


Published  Every  Thursday 
By 

THE  GOODMRN  ©OMPaNY, 

123«125  Tribune  Building. 

(154  Nassau  Street) 

NEW  YORK,  X.  Y. 


TELEPHONE,  2652   JOHN. 


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Entered   as   second-class   matter   at   the   New  York,  N.  Y., 
Post  Office,  September,  kjoo. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

EI^P^  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

m^P"  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
'»    Address  us  at  P.  0.  Box  649. 


New  York,  January  9,  iqo2. 

Work  for  January. 

It  is  to  be  feared  that  not  all  dealers  ob- 
serve the  adage,  "In  time  of  peace  prepare 
for  war,"  by  taking  advantage  of  the  first 
month  of  the  year  for  putting  tlieir  repair 
shops  in  order. 

After  a  season's  rush  and  hurry,  stress  and 
strain,  every  shop— and  everj^  tool  in  it- 
needs  a  good  overhauling.  Weals  points  re- 
vealed by  the  spring  rush,  the  vrear  and 
tear  on  the  implements  of  the  repairing 
trade,  the  changes  necessitated  by  the  chang- 
ing conditions— all  call  loudly  for  attention. 

When  he  is  busy  the'  dealer  has  neither 
the  time  nor  the  inclination  to  give  it  this 
attention.  He  keeps  putting  it  off,  saying 
"to-morrow,"  and  too  frequently  he  finds  that 
tills  to-morrow  never  comes. 

When  the  slack  season  sets  in  there  is 
much  of  the  same  unwillingness  displayed. 
Men  are  laid  off  as  the  work  lessens  in  quan- 
tity, and  the  remainder  of  the  force  is  kept 
busy  on  the  jobs  that  still  filter  in.  Still 
there  is  no  time  to  give  the  shop  the  long 


promised  overhauling,  and  the  evil  day  is 
further  deferred. 

With  the  passing  of  the  old  year  the  dealer 
finds  that  he  has  plenty  of  time  on  his  hands, 
and  he  minds  him  of  the  needed  houseclean- 
.  ing.  But  housecleanings  are  expensive,  or 
at  least  they  necessitate  some  outlay  of  cash; 
and  in  the  height  of  the  dull  season  expense 
is  something  the  average  repairer  is  averse 
to  incurring.  More  than  likely,  therefore,  he 
once  more  puts  the  thought  from  him. 

He  will  wait  until  just  before  the  season 
starts  up,  he  says  to  himself.  Then  there 
will  be  a  little  work  coming  in,  but  not 
enough  to  prevent  his  setting  things  to  rights 
in  the  shop. 

But  alas  and  alack!  he  waits  and  waits, 
and  finally  things  start  up  with  a  rush  and 
he  finds  himself  head  over  heels  in  work,  and 
with  no  time  to  get  his  tools  ready  to  do  it. 
Then  he  makes  unkind  remarks  about  him- 
self, and  wishes  he  had  listened  to  the  still, 
small  voice  which  warned  him  that  he  had 
better  be  up  and  doing.    But  it  is  too  late. 

It  is,  of  course,  no  easy  matter  to  steer  a 
clear  course  between  the  Scylla  of  an  im- 
poverished cash  drawer  and  the  Charybdis 
of  a  plethora  of  work. 

But  what  must  be  done  must  be  done,  and 
the  dealer  has  the  two  courses  presented  to 
him— to  do  the  overhauling  right  and  at  the 
proper  time,  or  to  half  do  it  at  the  wrong 
time,  to  the  sore  detriment  of  the  expeditious 
handling  of  the  work  brought  in. 

The  former  is  much  the  better  way.  And 
if  it  can  possibly  be  accomplished,  January 
is  the  month  to  take  for  it. 


Reward  of  Reputation. 

""as  the  season  advances,  evidence  continues 
to  aeciuuulate  that  the  bicycles  without  a 
reputation  are  in  a  bad  way.  Those  makers 
who  hid  their  lights  under  a  bushel  and 
without  thought  of  the  future  built  bicycles 
which  were  sold  under  the  names  of  other 
people  are  "up  against  it,"  to  employ  the 
vernacular. 

They  are  like  chips  on  the  sea,  with  every 
prospect  of  being  landed  high  and  dry  on 
the  barren  beach.  The  situation  seems  to 
indicate  that  there  is  no  longer  room  in  the 
trade  for  the  unknown  bicycle.  Certainly  its 
field  has  narrowed  and  is  narrowing. 

The  dealers  who  survive  are  fighting  shy 
of  it,  and  the  jobbers  who  constituted  the 
"big  buyers"  of  old  seem  to  realize  the 
meaning  of  the  shyness.  Their  orders  are 
not  so  large  as  of  yore,  and  the  makers  who 
catered  to  that  trade  are  in  an  unenviable 


position.  They  have  neither  reputation  nor 
agency  systems,  and  are  now  almost  liter- 
ally between  the  devil  and  the  deep  blue  sea. 

There  is  no  particular  reason  why  the  situ- 
ation should  give  rise  to  tears.  The  disap- 
pearance of  the  cheap  and  nondescript  or 
nameless  or  many-named  bicycles  will  prove 
a  good  thing  for  trade  and  public  alike.  The 
manufacturers  who  deserve  it— those  who 
realized  the  value  of  a  good  name  and  who 
built  it  up  at  great  expense,  and  who  are 
maintaining  it— will  come  more  fully  into 
their  own. 

We  repeat  that  the  good  name  that  en- 
dures forever  is  counting  for  more  than  it 
ever  counted  before. 


Missionary  Work  in  Plenty. 

To  the  user  of  a  coaster-brake  machine  it 
seems  entirely  unnecessary  to  sing  the 
praises  of  this  few-year-old  device. 

Its  superiority  to  the  fixed  gear  cycle  is  so 
overwhelming,  so  apparent,  that  it  is  naught 
but  folly,  an  idle  waste  of  words,  to  do 
more  than  call  attention  to  it.  There  is  no 
argument  about  it.  That  the  coaster -ibrake 
is  a  necessary  part  of  the  up-to-date  machine 
is  a  fact,  not  an  assertion. 

So,  too,  a  disquisition  on  the  coaster-brake 
seems  out  of  place.  The  device  has  been  in 
tlie  forefront  of  the  battle  now  for  more 
than  two  years.  It  has  been  discussed,  its 
merits  pointed  out  and  its  praises  sung  until 
there  seemed  danger  of  overdoing  the  thing, 
of  reaching  the  ad  infinitum,  ad  nauseum 
stage.  As  well  point  out  the  difference  be- 
tween a  solid  tire  and  one  filled  with  air,  a 
"high"  bicycle  and  the  lowly  but  universal . 
safety,  or  to  argue  that  the  newer  inven- 
tions were  superior  to  those  which  they  had 
displaced. 

But  a  little  reflection  will  convince  those 
who  entertain  these  views  that  they  are  en- 
tirely erroneous. 

So  far  from  the  coaster-brake  having  be- 
come a  standard  specification,  it  is  probable 
that  a  very  large  majority  of  new  machines 
sold  are  still  fitted  with  the  fixed  gear,  while 
on  the  machines  already  in  use  the  coaster- 
bralce  is  in  an  even  smaller  minority. 

Nor  is  this  all.  There  are  hundreds  of 
thousands  of  riders,  and  an  even  greater 
number  of  ex-riders,  who  know  only  in  the 
vaguest  way  what  a  coaster-brake  does,  how 
it  works,  and  what  zest  it  adds  to  riding. 

It  is  no  exaggeration  to  say  that  the  chief 
coaster-brake  territory  is  east  of  Buffalo. 
West  of  that  point  the  users  of  the  device  are 


350 


THE  BICYCUNG  WORLD 


scattered,  and  eveu  in   the  aggregati"  theii' 
number  Is  not  very  large. 

If  there  is  still  a  good  field  for  mission- 
ary work  in  tbe  East,  wliere  there  are  many 
hundreds  of  thousands  of  machines  still  fitted 
with  fixed  gears,  the  great  West  offers  an 
immeasurably  more  fertile  soil  for  the  in- 
culcation of  coaster-'bralie  ideas,  the  planting 
of  coaster-bralie  seed. 

In  many  places  the  initial  prejudice 
against  tlie  device  still  obtains.  Some  deal- 
ers even  are  hostile,  others  are  indifferent  to 
it  and  its  wonder-working  effects. 

To  overcome  this  hostility  or  indifference 
is  the  first  task  to  be  accomplished.  Dealers 
should  be  convinced,  first,  that  they  are 
standing  in  their  own  light  in  not  plumping 
for  the  coaster-brake;  second,  that  they  are 
doing  their  customers  an  injury  in  permit- 
ting them  to  remain  in  ignorance  of  the  far- 
reaching  benefits  the  dual  device  will  confer 
on  them. 

For  it  is  in  its  dual  form  that  the  coaster- 
brake  merits  most  consideration.  It  is  not 
only  a  coaster,  but  a  brake  as  well.  The 
one  function  is  exhilarating  and  restful;  the 
other  gives  a  better  control  of  the  machine 
at  all  times,  and  on  hills  substitutes  an  ef- 
fectual and  easily  operated  brake  for  one 
that  is  but  a  makeshift,  or,  in  the  case  of 
back-pedalling,  tiring  in  the  extreme. 

It  is  a  statement  well  within  bounds  that 
two  out  of  every  three  riders  could  be  per- 
suaded to  use  coaster-brakes  if  the  subject 
were  properlj-  presented  to  them. 

It  is  a  logical  assertion,  to  go  a  step  fur- 
ther, tliat  four  out  of  five  riders  would  be 
better  suited  if  they  adopted  the  new  device, 
although  many  of  them  would  vigorously 
protest  against  such  an  assertion. 

With  such  a  field  before  it,  there  should 
not  be  much  hesitation  on  the  part  of  the 
trade  in  preparing  to  sow  and  reap  it. 


Where  Recruits  may  Come  From. 

Advocates  of  motor  bicycles  make  much  of 
the  probable  accessions  from  the  ranks  of  old 
riders  wlio  gave  up  cycling  for  one  reason 
or  other  in  years  past. 

No  one  who  has  followed  the  cycling  game 
closely  can  doubt  that  there  will  be  many 
recruits  from  this  source.  For  the  matter 
of  that,  it  is  almost  a  certainty  that  the  first 
''rising  tide— which,  by  the  way,  seems  to 
be  gathering  foi-ce  at  the  present  time— will 
carry  many  of  tliese  recusants  back  into  the 
ranlvs  of  the  ordinary  cyclists. 

But,  putting  aside  this  pleasant,  even  if 
sanguine,  reflection,  tliere  is  solid  ground  for 
tlie  belief  that  the  motor  bicycle  will,  once 


properly  started,  do  efifectlve  missionary 
work  among  these  old  timers. 

They  gave  up  riding  for  a  variety  of  rea- 
sons. Some  tired  of  it  when  it  had  ceased 
to  be  a  novelty;  others  embarked  on  the  sea 
of  matrimony,  and,  temporarily  at  least,  for- 
sook the  wheel,  while  a  vast  number  found 
that  buffeting  head  winds  and  climbing  hills 
became  hard  work  after  a  while. 

If  we  go  among  such  men  we  find  them, 
almost  without  exception,  interested  in  the 
bicycle  and  ready  to  hear  anything  about  It 
that  is  new. 

A  bicycle  that  runs  itself  possesses  many 
attractions  for  such  people.  Especially  is 
tliis  true  if  they  are  past  the  first  flush  of 
youth  and  unequal  to  the  phj'^sical  tasks  they 
once  accomplished  without  very  much 
trouble. 

For  the  majority  of  them  the  bicycle  still 
possesses  its  old  fascination.  Nothing  can 
ever  quite  take  its  place. 

But  offer  them  a  new  and  improved  bi- 
cycle, a  machine  that  gives  its  rider  all  the 
old  delights  without  any  of  the  old  labor,  and 
a  large  proportion  of  them  will  undoubtedly 
seize  it  with  avidity. 


The  Return  of  the  Sultan. 

The  Sultan  of  Morocco  is  a  wonder. 

While  other  potentates  were  giving  no 
thought  to  cycling,  the  African  nabob  was 
in  the  very  thick  of  it.  He  first  mounted  the 
bicycle  soon  after  the  pneumatic  tire  came 
into  prominence,  and  if  he  were  setting  the 
fashion  to  the  world  the  world  would  have 
gone  cycle  mad  long  before  it  did  so.  For 
the  morocco-bound  gentleman  was  no  slouch. 
He  was  always  considerably  ahead  of  the 
times.  When  the  common  ilk  were  riding 
enamelled  bicycles  the  Sultan  was  riding  a 
nickelled  one;  when  they  bestraddled 
nickelled  ones  he  "went  in"  for  a  gold  plated 
one,  and  when  they  affected  gold  plate  he 
had  one  built  of  the  real  18  carat  article, 
w'itli  hubs  of  real  diamonds,  a  chain  of 
rubies,  a  saddle  of  mother-of-pearl,  and  other- 
wise equipped  with  those  baubles  which 
regal  hands  are  wont  to  toss  at  swine. 

It  was  a  famous  bicycle  in  its  day,  was 
this  royal  mount.  It  went  the  rounds  of  the 
press  of  two  continents,  each  continent  vying 
witli  tlie  other  in  adding  to  its*  setting  of 
precious  stones.  It  was  the  joy  and  inspira- 
tion of  j-ellow  journalism,  and  when  the  Sul- 
tan went  into  retirement  the  fall  of  news- 
paper tears  resembled  the  splash  of  the  glad 
sea  wave  on  the  rocky  shore. 
Why   the   Sultan  retired    -will    never    be 


known.  AVhy  he  was  brought  out  into  the 
limelight  was  never  known.  All  that  Is 
known  is  that  he  came  and  that  he  went. 
But  he  was  too  good  to  die.  He  merely 
slept  for  a  term  of  years.  But  he  has  awak- 
ened, and  is  likely  to  be  himself  again.  Cer- 
tainly he  Is  with  us  once  more,  for  there 
has  crept  across  the  sea  this  innocent  item, 
printed  in  black  but  equally  Innocent  type: 

"The  Sultan  of  Morocco  has  placed  an 
order  with  a  French  firm  for  a  motor  bi- 
cycle." 

Only  this  and  nothing  more.  But  It  is 
enough  to  demonstrate  that  the  old  fellow 
has  lost  none  of  his  cunning  or  progresslve- 
ness. 

In  due  time  his  motor  bicycle  may  be 
studded  with  diamonds  and  may  give  forth 
the  odor  of  attar  of  roses,  but  this  Is  not  a 
matter  for  immediate  concern.  Let  it  be 
sufficient  that  the  Sultan  of  Morocco  has 
ordered  a  motor  bicycle,  and  let  cyclists 
and  the  cycle  trade  give  hail! 

They  were  palmy  days  when  "his  nibs" 
was  with  us  before.  His  return  to  us  after 
many  years  is  but  another  token  of  the  re- 
newal of  the  palminess  that  the  season 
promises  and  that  is  slowly  permeating  the 
trade. 

As  a  harbinger  of  cycling  prosperity  the 
Sultan  of  Morocco  doubly  discounts  the 
groundhog. 


Advices  from  Chicago  state  that  the  mag- 
nificent cycle  track  built  at  public  expense  in 
Garfield  Park  Is  in  danger  of  being  torn  up 
for  lack  of  use  and  appreciation.  Chicago 
has  the  reputation  of  being  a  "dead"  town, 
cyclingly  speaking;  but  is  it  so  thoroughly 
dead  that  none  in  the  city  has  Interest  and 
energy  enough  to  make  an  effort  to  save 
such  a  splendid  institution  from  destruction? 
With  the  coming  of  the  motor  bicycle,  a 
speed  course  of  the  sort  will  be  beyond  price. 


It  is  now  wellnigh  two  months  since  we 
showed  the  fallacy  of  the  British  argument 
that  it  was  our  tariff  on  bicycles  that  drove 
the  British  article  out  of  our  markets.  Never- 
theless, not  a  line  referring  to  the  matter 
from  A.  J.  Wilson,  whose  remarks  in  the 
Irish  Cyclist  called  forth  the  article  In  ques- 
tion, has  appeared. 


"There  are  two  common  costly  mistakes 
in  business— wasting  fine  brains  on  routine 
work  and  trusting  fine  work  to  routine 
brains,"  says  a  kieen  student  of  human 
nature. 


THE  BICYCLING  WORLD 


351 


ORIENT  BICYCLES 


nODELS  FOR  1902 
ARE  NOW  READY. 


WRITE  FOR  AGENCY. 


The  Orient  line  for  this  season  is  a  winner. 
Eight  elegant  models   ranging  from  $30  to  $50. 


Hand= 

some 

New 

Catalog 

is  now 

in  Press 


WALTHAH  riANUFACTURlNQ  COHPANY 

WALTHAM,    MASSACHUSETTS  


t 

I 


i 


WEIGHTY   PLATITUDES 


and  gflitteringf  generalities  don't  make 
coaster-brake  goodness. 

Such  original  and  exclusive  fea- 
tures as  being  adjustable  without  re- 
moving wheel  from  frame  and  therefore 
always   insuring  perfect   condition  do. 

Fewer,  simpler  and  stronger  parts, 
in  short,  the  application  of  common- 
sense  has  made  the 


FORSYTH 


COASTER 
BRAKE . . 


THE  PEER  OF  ITS  KIND. 

It  will  richly  pay  every  jobber, 
dealer  and  repairman  to  know  all  about 
it.  We'll  gladly  furnish  the  information. 


FORSYTH  MFG.  CO,  Buffalo,  N.  Y. 


««>^<^C>'<4C>"<AC>''<.>C^'-<3C>^^i.>C>^<JiC>^t.>C>-'<.»C>'<4C>  ^CA« 


FOR  A  PROSPEROUS  NEW  YEAR 


. . TRY  THE 


Wolff  American 

RC?al  Agencies 


and 

Y 


We  are  closing:  rapidly  with  representative  dealers    J^ 
in  all  sections. 

If  you  are  looking:  for  the  lines  that  will  put 
"  §:in§:er  "  in  the  bicycle  business  and  make  it  profit- 
able, it  will  pay  you  to  write  us. 

(^*  t^^  (^*  ^* 

Stearns  Bicycle  Agency 

GENERAL  DISTRIBUTORS  OF 

Wolff-American  and  Regal  Bicycles 
Elfin  Juveniles 

SYRACUSE,   NEW  YORK 


352 


THE  BICYCLING  WORLD 


The  Eagle  Bicvci 


TORRINQTON,J 


IVIAKIi 


STANDARD     AGE 


uC^^^ 


For  FIFTEEN  YEARS  we  have  been  coming  regularly  to  th 
Dealers  cannot  afford  to  exert  their  energies  nor  spend  ti 
name  nor  reputation*     It  is  an  injustice  to  the  purchaser 
grade  of  machines*     The  public  is  willing  to  pay  a  fair  p 
value  of  a  bicycle  made  and  sold  under  an  established  name 


It  is  acknowledged  that  there  are  now   only    two 
types  of  bicycles:  THE  EAGLE     «^     J-   ^ 

and  the  bicycle   of    common    construction,  to  wit: 
^'The  bicycle  of  the  past/*     ^     ^     ^      ^      j^ 

*  I  'HE  wide  range  of  choice  offered,  makes 
the  Eagle  line  the  most  complete  ever 
made  in  one  factory. 

While  we  manufacture  bicycles  exclu- 
sively, and  in  very  large  quantities,  it  is  not 
our  aim  to  become  recognized  as  the  largest 
manufacturers  of  bicycles,  but  rather  to 
become  known  throughout  the  world  as 
makers  of  the  best  bicycle  that  money,  skill 
and  modern  machinery  can  produce. 

We  do  not  continue  to  manufacture  one 
stereotyped  pattern  because  it  is  cheaper  to 
do  so,  but  are  constantly  striving  to  excel. 


We  spare  no  expense  in  making  improvements. 
There  are  more  new  and  good  features  in  Eagle 
Bicycles  than  in  all  other  makes  combined.   J-    «M 


THE  BICYCLING  WORLD 


353 


e  Mfg.  eompanv 


ONNECTICUT, 


S    OF: 


NCY     BICYCLES 


ade  with  goods  thatj  please  the  people  and  find  ready  sale* 
time  in  furthering  the  sale  of  machines  that  have  neither 
unprofitable  to  the  dealer  to  handle  other  than  a  standard 
for  a  sterling  article^  and  realize  now  more  than  ever  the 
d  fully  guaranteed* 


ter,  because    it   is   mechanically  correct. 

^       Rigid  and  immovable^  yet    more 

pie  and  easier  of  repair.       ^       ^       ^ 


^ITH  this  construction    the  front    and  rear  parts 

of  the  frame  are  made  separate  and  are  fastened 

ther    mechanically     at    crank    bracket    and     seat 

cluster. 

The   fastening  at  the    crank    hanger    is   effected 
means    of    an    internal     sleeve     and     lock     nut. 

"turned     steel     bearings    are      fitted     into     the 
'e,      and     by     removing     the     left     crank       and 
cket,  the  sleeve   and     crank   shaft    may     be   with- 
m    without     disturbing    the     adjustment     of     the    bearings. 
The  upper  rear  frame  is  joined  to  the  main   frame  by   a  lock 
having  both  right  and  left  hand    threads.      This    device    also 
rely  fastens  the  seat  post  by    forcing    against    it    an    internal 
ing  plug,  while  it  simultaneously  draws    together    and    rigidly 
res  the  rear  frame  to  the  front  frame — a  simple,  effective  and 
nanically  perfect  manner  of    accomplishing  two  results  by  one 
iation.     Eagle  Models  No.  16  and  18  embody  this  construction. 


J-  ^  The  primitive  method  was  to  weld  all  joints 
securely.  ^  The  modern  method  is  to  make  them 
in  separate  parts  and  fasten  by  ingenious  devices. 


THE 

EAGLE 

NEW 

FRAME 

CONSTRUCTION. 

''PATENTED/' 


THE  BICYCLING  WORLD 


THE  BICYCLING  WORLD 


TORRINGTON,  CONNECTICUT, 
==MAKERS    OF 


STANDARD     AGENCY     BICYCLES. 


.^^ 


For  FIFTEEN  YEARS  we  have  been  coming  regularly  to  the  trade  with  goods  that]  please  the  people  and  find  ready  sale. 
Dealers  cannot  afford  to  exert  their  energies  nor  spend  their  time  in  furthering  the  sale  of  machines  that  have  neither 
name  nor  reputation.  It  is  an  injustice  to  the  purchaser  and  unprofitable  to  the  dealer  to  handle  other  than  a  standard 
grade  of  machines.  The  public  is  willing  to  pay  a  fair  price  for  a  sterling  article^  and  realize  now  more  than  ever  the 
value  of  a  bicycle  made  and  sold  under  an  established  name  and  fully  guaranteed. 


Jr^^ 


It  is  acknowledged  that  there  are  now   only   two 
types  of  bicycles:  THE  EAGLE     <^    <^    ^ 

and  the  bicycle   of   common    construction,  to  wit: 
"  The  bicycle  of  the  past."     ^     ^     ^      ^     > 

'TT'HE  wide  range  of  choice  offered,  makes 
the  Eagle  line  the  most  complete  ever 
made  in  one  factory. 

While  we  manufacture  bicycles  exclu- 
sively, and  in  very  large  quantities,  it  is  not 
our  aim  to  become  recognized  as  the  largest 
manufacturers  of  bicycles,  but  rather  to 
become  known  throughout  the  world  as 
makers  of  the  best  bicycle  that  money,  skill 
and  modern  machinery  can  produce. 

We  do  not  continue  to  manufacture  one 
stereotyped  pattern  because  it  is  cheaper  to 
do  so,  but  are  constantly  striving  to  excel. 


We  spare  no  expense  in  making  improvements. 
There  are  more  new  and  good  features  in  Eagle 
Bicycles  than  in  all  other  makes  combined.   J-   ^ 


Better,  because  it  is  mechanically  correct. 
^  ^  Rigid  and  immovable,  yet  more 
simple  and  easier  of  repair.       ^       ^       ^ 


VVTlTH  this  construction   the  front   and  rear  parts 
'•    of  the  frame  are  made  separate  and  are  fastened 
together    mechanically    at    crank    bracket    and    seat 
post  cluster. 

The  fastening  at  the    crank    hanger    is  effected 
by  means   of   an    internal     sleeve     and     lock     nut. 
The     turned     steel     bearings    are      fitted     into     the 
sleeve,     and    by     removing     the     left     crank      and 
sprocket,  the  sleeve  and     crank  shaft   may    be  with- 
drawn  without    disturbing    the     adjustment     of    the    bearings. 
»       The  upper  rear  frame  is  joined  to  the  main  frame  by  a  lock 
jnut  having  both  right  and  left  hand    threads.      This    device    also 
securely  fastens  the  seat  post  by    forcing    against    it    an    internal 
Ending  plug,  while  it  simultaneously  draws   together    and    rigidly 
secures  the  rear  frame  to  the  front  frame — a  simple,  effective  and 
ijiechanically  perfect  manner  of   accomplishing  two  results  by  one 
operation.     Eagle  Models  No.  i6  and  i8  embody  this  construction. 


^  ^  The  primitive  method  was  to  weld  all  joints 
securely.  J-  The  modern  method  is  to  make  them 
in  separate  parts  and  fasten  by  ingenious  devices. 


THE 

EAGLE 

NEW 

FRAME 

CONSTRUCTION. 

"PATENTED." 


354 


THE  BICYCLING  WORLD 


BARNUM'S  WAY 


How  the  "  Prince  of  Advertisers  "  Obtained 
the  Publicity  That  Made  him  Famous. 


A  correspondent  of  the  New  York  Sun  iu- 
qnii-es  of  the  editor  if  P.  T.  Barnum  ever 
did— as  was  once  widely  stated— endeavor  to 
buy  the  Shaliespeare  bouse  at  Stratford  with 
reference  to  Its  importation  to  this  country 
and  to  exploit  it  for  show  purposes.  The 
editor  says  in  reply  that  nothing  can  be 
found  in  his  autobiography  that  justifies  this 
statement. 

Something  like  this  rumor  was  also  cur- 
rent at  one  time  in  respect  to  Niagara  Falls 
when  that  famous  cataract  and  its  environ- 
ments had  special  need  of  care  from  some- 
body. The  story  was  widely  circulated  that 
Barnum  was  about  to  buy  all  the  property 
around  the  Falls  and  fence  it  in  for  show 
purposes.  t 

"Having  enjoyed  a  somewhat  intimate  ac- 
quaintance with  Mr.  Barnum  for  many  years, 
and  heard  him  express  himself  on  these  sub- 
jects. I  think  I  am  competent  to  say  that 
both  these  stories  are  essentially  false, 
though  they  did  not  lack  what  seemed  to  be 
a  fair  foundation,"  says  Joel  Benton,  in 
Printer's  Ink.  "Mr.  Barnum  was  always 
very  much  sought  by  newspaper  scribes,  and 
he  very  often  hunted  them  up.  He  also 
knew  how  to  entertain  them,  to  draw  them 
out,  and  to  drop  in  their  presence  as  confi- 
dential 'asides'  many  mysterious  hints.  He 
was  accustomed,  too,  to  ask  advice  of  all 
sorts  of  people  in  this  way.  'What  would 
you  think  (but  don't  say  anything  about  it) 
if  I  should  bring  Shakespeare's  house  over 
here  to  show  to  the  American  people?  Would 
it  pay  or  not?' 

"Or  he  would  have  some  friend  drop  in 
when  reporters  were  at  hand  and  ask  him: 
'Say,  Barnum,  is  it  true  that  you  have  bought 
Niagara  Falls?'  When  be  was  sure  the  ques- 
tion was  beard  by  all  he  would  naturally 
hush  up  the  speaker,  utter  a  few  words  in  a 
galling  tone  and  change  the  topic.  Very 
soon— as  be  desired  and  expected— all  the 
papers  in  the  country  would  be  talking  about 
Barnum's  scheme,  the  most  of  them  consid- 
ering it  as  a  dreadful  piece  of  desecration 
that  should  not  be  allowed. 

"This  was  precisely  Avhat  he  wanted.  He 
had  obtained  several  hundred  dollars'  worth 
of  'reading  notices'  free  in  first  class  'posi- 
tion' and  focused  the  lively  attention  of 
evei'y  American  reader  (and  world  reader  in 
part)  to  himself  and  his  business.  It  did  not 
trouble  him  that  some  of  the  remarks  made 
were  uncomplimentary,  for  his  idea  was  that 
it  was  not  what  the  editors  said  of  him  that 
counted.  If  they  would  only  say  something 
bo  was  well  served.  'It's  when  they  keep 
still,'  he  used  to  remark,  'that  they  do  me 
liarm.' 

"He  told  me  very  distinctly  that  be  should 
never  think  of  disturbing  the  sacredness  of 
Shakespeare's  home  or  Niagara  by  making  a 
vulgar  show  of  them  were  either  scheme  in 
any  way  practicable.  It  would  be,  he  said, 
an  inexcusable  desecration.  But  if  the  pre- 
tence of  doing  so  advertised  him,  'that  (as 
Kipling  remarks)  is  another  story.'  " 


Ready  for  Spring  Seat-Post  Rush. 

If  there  is  any  article  on  the  market  that 
merits  pu.sbing  and  that  seems  destined  to 
cut  a  big  figure  in  the  sundry  trade  of  1902,  it 
is  the  spring  seatpost.  It  is  being  greatly 
helped  into  popularity  not  only  by  the  in- 
creasing demand  for  cushion  frames,  but  by 
the  coaster-brake  and  motor  bicycle,  which 
make  plainer  the  need  of  something  more 
flexible  and  comfortable  than  the  rigid 
frame. 

The  Berkey  Spring  Seatpost  Co.,  of  Grand 
Kapids,  Mich.,  are  among  those  who  have 
read  the  signs  aright,  and  who  with  their 
ball  bearing  posts  are  happily  situated  to 
take  care  of  the  demand  that  is  due.  The 
Berkey  people,  too,  have  not  stood  still. 
While  they  will  continue  to  market  their 
cone  adjusting  post.  Model  B,  they  have  ap- 
preciated that  posts  with  internal  expanders 
are  the  vogue,  and  for  1902  have  produced  a 
spring  post,  Model  C,  which  incorporates  that 
feature. 

This  internal  expander  post  is  easily  fast- 
ened to  the  bicycle  without  aid  of  special 


RACYCLFS  REASONS 


Why  They  Refuse  to  Manufacture  or  Deal 
With  Cheap  Bicycles. 


tools  or  wrench,  by  simply  turning  the 
plunger,  wliich  securely  fastens  it  in  place 
without  bulging  the  tubing,  and  is  also  as 
easily  released  without  binding  in  any  way. 
It  embraces  all  the  features  of  the  standard 
Model  B  post,  having  the  ball  bearings  and 
cone  adjustment,  positively  eliminating  any 
side  motion  of  saddle,  and  taking  up  any 
wear  that  might  be  occasioned  by  hard  use 
or  neglect. 

W.  J.  Looauis,  for  so  many  years  identified 
with  Clipper  and  later  with  Rambler  bi- 
cycles, is  now  the  manager  of  the  Berkey 
Co.,  and  is  full  of  the  confidence  and  enthu- 
siasm that  are  reasonably  sure  to  finally  lift 
the  cycle  trade  out  of  the  slough  of  despond. 
The  outlook,  he  says,  is  exceptionally  bright. 
He  prophesies  that  the  demand  will  be 
tripled  during  1902.  The  Berkey  people  are 
so  sanguine  in  this  regard  that  they  are  re- 
moving to  a  factory  that  will  afford  them 
greatly  increased  facilities. 

There  is  small  excuse  for  any  one  remain- 
ing in  ignorance  regarding  these  spring  posts, 
since  tlie  Berkey  people  agree  to  not  only 
refund  the  purchase  price  to  all  whom  the 
posts  fall  to  satisfy,  but  to  pay  the  costs  of 
the  return  charges.  The  dealer  who  can- 
not make  sales  on  such  a  basis  is  missing 
his  vocation. 


Bound  in  a  refined  cover  of  gray,  with  ar- 
tistic embossing  in  sage  green  and  gold,  the 
catalogue  of  the  Miami  Cycle  and  Mfg.  Co. 
is  sure  to  rank  with  the  eye  pleasers  of  the 
year;  more  than  this,  it  tells  the  story  of 
the  Racycle  in  characteristically  Racycle 
fashion,  tartly,  argumentatively  and  well. 
Let  this  extract  serve  as  an  example  of  the 
whole: 

"In  buying  a  Racycle  you  get  exactly  what 
you  pay  for,  viz.,  the  highest  priced  and  the 
highest  grade  bicycle  on  the  market.  We  do 
not  utilize  inferior  material  or  cheap  labor, 
and  it  costs  just  as  much  to  build  an  honest 
bicycle  to-day  as  it  did  five  years  ago.  That 
there  are  no  cheap  Racycles  is  not  because 
we  set  ourselves  upon  a  pedestal  with  a 
"holier  than  thou'  inscription  carved  on  its 
base,  but  rather  because  we  have  profited  by 
tlie  mistakes  of  others  who  have  endeavored 
to  liold  up  their  standard  by  masking  with  a 
beautiful  finish  a  lot  of  inferior,  material 
built  by  imskilled  labor.  Bicycles  are  not 
unlike  any  other  commodity;  their  worth  de- 
pends upon  the  amount  of  money  their  manu- 
facturers put  into  them. 

"Look  back  in  the  shadow  of  a  clothing 
store  window  at  a  suit  of  clothes  marked 
•f;7.99.  It  seems  equally  as  good  in  quality 
and  makeup  as  the  suit  directly  in  front 
marked  $20.00;  and  yet  you  are  not  deceived 
by  appearances,  because  you  know  that  the 
material  in  the  $20.00  suit  is  worth  more  than 
tlie  entire  amount  asked  for  the  cheaper  one. 
The  material  used  in  the  Racycle  is  worth 
more  than  the  total  amount  asked  for  nianj- 
of  the  so-called  high  grade  bicycles. 

"We  might  talk  and  write  a  thousand 
years  without  convincing  a  prospective  cus- 
tomer, unless  we  could  give  him  a  good, 
square  reason  to  demonstrate  why  the  Ra- 
cycle is  worth  all  we  ask  for  it. 

"Everybody  knows  that  the  heart  of  any 
bicycle  is  its  crank  banger,  and  if  the  heart 
does  not  work  as  nature  intended  it  should 
the  whole  system  is  defective.  Before  we 
began  to  manufacture  the  Racycle  we  found 
that  through  tradition  the  propelling  mech- 
anism of  all  bicycles  was  wrong,  and  hence 
we  blazed  a  new  road  through  the  forest  of 
ignorance  and  put  on  the  market  a  mechani- 
cally perfect  crank  hanger,  one  with  a  heart 
tliat  beat  regularly,  just  as  the  natural  law 
of  mechanics  intended  it  should. 

••Theories  are  like  the  dreams  of  an  opium 
fiend,  and  amount  to  little  in  the  minds  of 
tlie  thoughtful,  while  absolute  results  are 
convincing  to  the  unprejudiced." 


l! 


"Defects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motocycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co..  Box 
C49.  New  York.  ••• 


THE  BICYCLING  WORLD 


355 


CENTRE  OF  GRAVITY 


What  and  Where  it  is  and  the  part  it  Plays 
in  the  Bicycle. 


It  is  a  theory  pretty  generally  accepted  by 
scientists  that  "the  higher  the  centre  of 
grarity  in  a  bicycle  the  less  is  the  tendency 
to  side  slip." 

Starting  from  this  point,  a  writer  of  con- 
siderable authority  puts  the  matter  in  this 
way: 

The  bicycle  will  not  of  itself  remain  stand- 
ing when  in  a  state  of  rest.  Impart  motion 
to  it  and  it  holds  up  by  constantly  striving 
to  maintain  its  centre  of  gravity  within  the 
base  line.  But  even  when  running  at  high 
speed,  and  driven  with  great  equableness,  a 
kind  of  balancing  always  goes  on.  Avith  the 
rider  in  position  the  centre  of  gravity  of  the 
whole  mass  of  man  and  bicycle  lies  at  a 
point  somewhere  near  the  saddle,  and  about 
this  point  the  balancing  is  made.  The  sway- 
ing is  usually  imperceptible;  it  is  always 
there,  nevertheless. 

Let  us  make  an  exaggerated  comparison 
between  the  side  play  of  a  moving  bicycle 
and  an  inverted  pendulum  on  the  swing.  If 
the  centre  of  gravity  of  the  cycle  sway  too 
much  to  either  side,  over  goes  the  bicycle, 
provided  the  rider  does  not  make  some  spe- 
cial effort  to  save  himself.  In  the  inverted 
pendulum  it  is  the  rule  that  the  longer  the 
rod  the  greater  will  be  the  distance  through 
which  the  pendulum  will  swing. 

Now,  in  the  bicycle  it  can  be  taken  that 
the  pendulum  rod  corresponds  with  the 
height  of  the  saddle  above  the  ground;  and 
hence  the  greater  this  is  the  more  can  the 
cycle  swing  from  side  to  side  without  losing 
its  balance,  and  the  slower  will  be  the  oscil- 
lations. So  that  the  time  taken  for  the 
centre  of  gravity  to  deviate  a  certain  angle 
from  the  vertical  is  greater  the  higher  the 
centre  of  gravity  is.  This  comparison  is  not 
quite  correct,  and  is  intended  only  as  a  sort 
of  illustration. 

In  dry  weather  and  on  smooth  roads  there 
is  little  tendency  for  the  cycle  to  overtopple 
in  its  swayings,  and  no  difference  in  steadi- 
ness could  be  traced  between  the  position  on 
an  old  fashioned  54-inch  cycle  and  a  modern 
safety  with  the  saddle  at  its  lowest.  But 
over  rough  and  greasy  roads  the  high  ordi- 
nary would  clearly  demonstrate  its  steadi- 
ness. The  swayings  of  a  cycle  are  accentu- 
ated and  interfered  with  by  the  rough  or 
slippery  road,  just  as  if  a  pendulum  were 
jarred. 

The  short  stretch  safety  takes  short,  rapid 
swings,  and  when  thrown  out  of  its  rhyth- 
mic movements  tends  to  skid  unless  the 
rider  promptly  fetches  it  up  by  readjusting 
the  balance.  The  long,  slow  swings  of  the 
high  machine  have  a  greater  margin  of  secu- 
rity; the  machine  recovers  itself  better,  and 
there  Is  less  balancing  skill  needed  from  the 
rider.    For  this  same  reason  it  follows  that 


a  safely  with  the  centre  of  gravity  highly 
placed  is  steadier  than  that  In  which  It  J« 
placed  down  low. 

By  centre  of  gravity  we  may  say  is  meant 
that  point  at  which  the  whole  weight  may  be 
supposed  to  be  concentrated.  In  the  bicycle 
with  rider  on  this  point  may  be  taken  as 
lying  at  or  near  the  saddle.  It  does  not 
seem  correct  to  say  that  the  rider  frequently 
shifts  the  centre  of  gravity.  If  the  rider 
stood  with  his  entire  weight  on  one  pedal 
the  centre  of  gravity  would  net  then  be  at 
the  pedal.  It  would  be  where  it  was  before— 
at  the  saddle.  (The  centre  of  gravity  of  a 
pedestrian  is  not  in  his  toes.)  And  it  should 
be  noticed  that  if  the  rider  placed  his  feet 
on  the  fork  crown  he  would  not  raise  the 
centre  of  gravity  very  much,  as  the  weight  of 
his  legs  is  not  great  as  compared  with  tlie 


Morgan  xWrightTires 
are  good  tires 


ONLY     WAY    TO    CURE 
SOME    LEAKY    TIRES    IS 
TO     PUT     INNER    TUBES    IN 
THEM,   THUS    MAKING 
THEM    DOUBLE -TUBE    TIRES 


Morgan  &Wright 


New  York  Branch]    214-216  West  47th  Street. 

trunk,  etc.  This  movement  would  undoubt- 
edly affect  the  centre  of  gravity,  but  only  to 
a  small  extent,  for  the  reason  shown.  Should 
the  rider  sway  about  in  the  saddle,  fresh 
complications,  however,  are  introduced. 


CONCERNING  THE  CHAIN 


Why  the  Roller  Lost  Ground  That  it    Well 
Deserves  to  Regain. 


The  Retail  Record. 

Great  Barrington,  Mass.— Minkler  &  Collins, 
loss  about  $300;  insured. 

Mineola,  N.  Y.— John  S.  Patrick  lias 
bought  out  James  Birch. 

New  York,  N.  Y.— The  American  Bicycle 
Co.  obtained  judgment  for  $150  against  John 
B.  Goft'. 

Green  Bay,  Wis.— F.  C.  Clabots,  Adams 
street,  is  building  an  addition  to  be  used  as 
a  repair  shop. 


Calendar  From  Kansas. 

So  far  as  the  retail  ti'ade  is  concerned,  the 
most  tasteful,  ii.^eful  and  impressive  calen- 
dar for  the  new  year  is  the  one  issued  by 
Scholleuberger  Brothers,  Wichita,  Kan.  It 
is  one  of  tnose  designed  to  stand  upright, 
and  contains  not  only  a  calendar,  but  a 
small  thermometer. 


Man's  proneness  to  self-deception,  to  jump- 
ing at  conclusions  that  may  be  entirely  erro- 
neous, is  well  known. 

For  years  no  English  maker  thought  of 
putting  out  a  bicycle  unless  it  was  fitted 
with  "shrouded"  sprocket  wheels— that  is, 
sprocket  wheels  with  flanges,  on  which  the 
side  links  of  the  chains  were  supposed  to 
rest.  Then,  one  day,  somebody  discovered 
that  half  the  chains  never  touched  these 
flanges  at  all;  and  this  discovery  was  fol- 
lowed by  another,  to  wit,  that  it  was  doubt- 
ful Avhether  the  flanges  were  of  any  use  even 
If  the  side  links  did  touch  them.  The  net 
I'esult  was  that  people  stopped  talking  about 
flanges,  or  '•shrouds,"  and  nowadays  nobody 
cares  a  continental  whether  sprocket  wheels 
have  these  appendages  or  not. 

Now  comes  the  question  whether  roller 
chains  are  all  that  fancy  paints  them.  There 
is  something  so  fascinating  in  the  word 
"roller"  that  it  is  small  wonder  it  tickles 
tlie  fancy  of  the  impressionable  cyclist. 
When  "roller"  meets  "block"  it  is  dollars  to 
doughnuts  that  the  latter  will  suffer— in 
imagination. 

Years  ago,  when  the  roller  chain  had  its 
first  great  run,  its  admitted  weak  point  was 
in  the  matter  of  durability.  It  ran  better 
than  the  block  chain  under  ordinary  road 
conditions;  dust  and  mud  had  but  little  ef- 
fect on  it,  while  with  its  rival  a  marked 
deterioration  set  in  the  instant  these  condi- 
tions prevailed.  But,  as  stated,  the  roller 
chain  did  not  wear  well.  It  stretched  badly, 
the  rollers  .and  pins  wore  at  a  tremendous 
rate,  and  it  soon  became  little  better  than  a 
rattletrap. 

These  deficiencies  proved  its  doom.  The 
block  chain  was  the  better,  everything  con- 
sidered, and  in  the  early  nineties  it  drove 
the  roller  type  out  of  this  country.  It  has 
remained  in  disgrace  to  this  day,  for  al- 
though there  are  roller  chains  in  use  here 
the  number  is  so  small  as  to  be  an  almost 
negligible  quantity. 

In  Great  Britain,  however,  there  has  been 
a  rejuvenation  of  the  roller  chain.  It  has 
swept  everything  before  it.  One  maker  has 
gone  so  far  as  to  drop  the  block  type  from 
,  his  list  altogether',  while  others  retain  it 
largely  for  form's  sake. 

But  this  fondness  for  the  roller  chain  is 
not  shared  by  the  trade  in  this  country. 

The  block  pattern  still  rules,  with  only  a 
maker  here  and  there  who  pushes  the  other 
type;  and  this  in  spite  of  the  fact  that  the 
roller  of  to-day  is  a  very  different  article 
from  that  of  ten  years  ago.  In  fact,  it  is 
hardly  too  much  to  say  that  it  has  caught  up 
with  its  rival  and  is  quite  as  durable. 


"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them."  $1.  The 
Goodman  Co.,  Box  649,  New  York.  •♦• 


356 


THE  BICYCUNG  WORLD 


QUOTING  TRADE  PRICES 

When  an  Outsider  is  Entitled  to  Them — on 
Motor  Bicycles,  at  any  Rate. 


lOditor  The  Bicycling  World: 

"Spoiling  Golden  Eggs,''  on  page  323,  and 
"Secret  of  Success."  on  page  327  of  your 
issue  of  January  2  each  furnish  most  pointed 
reading  to  one  who  has  been  mixed  up  with 
the  motor  bicycle  for  a  long  time  now,  and 
who  has  marketed  not  a  few  of  them. 

But  it  is  because  of  the  experience  accu- 
mulated in  a  year's  very  active  campaigning 
that  they  become  doubly  interesting  to  the 
writer,  if  talien  in  conjunction.  They  are 
Stella,  and  should  be  read  and  laid  to  heart 
by  every  maker  of  motor  bicycles.  There  is 
this  difference,  however:  the  "Secret  of  Suc- 
cess" is  a  sermon;  the  "Spoiling  Golden 
Eggs"  is  a  special  pleader. 

The  man  who  wrote  of  success  may  or 
may  not  have  had  the  strenuous  experience 
of  selling— this  only  the  editor  knows— but 
the  points  made  all  through  so  tally  with 
my  own  experiences  that  I  am  thinking  he 
must  have  sat  throughout  the  spring  and 
summer  months  at  noonday  lunch  with  a 
motocycle  sales  manager.  All  through  it 
deals  with  facts  as  they  are  and  have  been, 
and  deserves  framing  or  else  a  brochure 
issue. 

So  strongly  does  it  appeal  to  me  that  I 
would  like  to  quote  it  all  through,  but  as 
the  purpose  of  this  letter  is,  after  all,  to 
combat  in  a  friendly  spirit  the  position  taken 
by  the  author  of  the  other  article  in  ques- 
tion, Sales  Manager  Heath,  of  the  Wisconsin 
Wheel  Works,  on  the  subject  of  whom  shall 
we  sell  to,  I  shall  only  quote  such  parts  as 
experience  has  taught  me  bear  directly  on 
this  question  from  the  standpoint  of  selling 
goods. 

Mr.  Heath  evidently  takes  the  stand  that 
a  motor  bicycle  should  be  sold  at  a  trade 
price  only  to  bicycle  dealers.  As  an  aca- 
demic statement  or  position  this  is  a  good 
stand  to  take,  but  if  he  and  all  other  motor 
bicycle  makers  were  to  hang  to  this  position 
absolutely  the  motor  bicycle  would  never  get 
beyond  the  goo-goo  or  creeping  age,  if  it 
did  not  die  a-borning.  And  why?  The  man 
who  wrote  on  the  secret  of  success  has  clear- 
ly explained  in  the  following  extracts  from 
his  article: 

"They  (.the  agents)  will  heartily  agree  with 
everything  that  can  be  said  about  the  desira- 
bility, nay,  the  necessity,  for  a  change,  a 
betterment.  But  there  most  of  them  will 
stop.  'Let  it  go  out  and  get  a  reputation,' 
was  the  reply  in  effect,  if  not  in  words,  made 
by  many  members  of  the  trade.  Others  gave 
it  lukewarm  support,  stocking  it  and  then 
letting  it  shift  for  itself.  A  third  group,  and 
much  the  smallest  one,  gave  it  intelligent 
backing  from  the  start." 

Whatever  the  source  of  inspiration  to  the 
writer  here  quoted,  these  are  positive  con- 
ditions  that   have   met    the    motor   bicycle 


maker  of  this  country.  There  is  not  to-day 
one  dealer  in  twenty-five  who  has  purchased 
a  motor  bicycle,  and  yet  the  other  twenty- 
four  and  odd  have  been  approached,  solicited, 
circularized  and  furnished  proof  that  the 
goods  offered  were  desirable  if  they  were 
alive  to  business  possibilities;  in  many  in- 
stances they  were  even  given  inquiries  from 
their  town,  and  yet  would  not  see. 

If  in  a  town  having  five  dealers  not  one 
could  be  shown  the  way,  and  there  should 
follow  this  an  inquiry  from  a  prominent 
lawyer  or  physician  stating  that  he  could 
not  purchase  from  a  dealer  in  that  town  be- 
cause all  dealers  decried  the  motor  bicycle, 
and  this  inquirer  had  the  faith  that  the 
dealers  lacked,  who  can  successfully  claim 
that  it  would  not  be  good  business  to  sell 
him  because  he  insisted,  under  the  condi- 
tions, on  an  agency  price?  What  claim 
could  any  of  the  dealers  put  up  that  their 
pet  corns  had  been  trodden  upon?  And  this 
is  not  a  hypothetical  illustration.  It  is  a 
fact,  and  has  more  than  one  counterpart  in 
one  year's  experience,  not  to  go  further  back. 

In  conclusion  let  me  say  that  I  shall  at  all 
times  be  more  than  anxious  to  have  a  bi- 
cycle dealer  handle  my  goods,  and  he  will 
not  only  have  the  first  opportunity,  but  con- 
siderable patience  and  time  cost  will  be  de- 
voted to  what  would  be  for  our  mutual  ad- 
vantage; but  if  he  is  the  only  dealer  in  his 
town,  and  positively  will  not  wake  up  to 
his  opportunities,  I  shall  have  to  create  a 
new  agent  in  that  town,  just  as  he  was  per- 
haps created  when  he  first  tackled  the  bi- 
cycle. There  were  then  more  makers  than 
the  dealers  in  his  town  could  take  care  of, 
and  from  a  drug  clerk,  bank  messenger,  or 
perhaps  a  repairer  in  some  already  existing 
bicycle  store,  he  was  developed  into  one  of 
the  dealers  on  whom  we  are  calling. 

ANOTHER  SALES  MANAGER. 


Proper  Motor  for  Tandems. 

Editor  The  Bicycling  World: 

Would  a  1%  B.  H.  P.  motor,  as  ordinarily 
used  on  a  motor  bicycle,  be  sufficiently 
powerful  to  drive  a  tandem  bicycle? 

Also,  what  diameter  of  tires,  consistent 
with  comfort  and  safety,  without  being  too 
large  and  heavy,  should  be  used? 

WILLIAM. 

[It  would  be  the  part  of  wisdom  to  put  in 
a  slightly  larger  motor  than  a  1%  if  it  is 
intended  to  rely  on  it  entirely  for  the  driving. 
If,  however,  the  riders  are  willing  to  help 
rlie  tandem  by  pedalling  when  hills  of  more 
than  usual  steepness  are  encountered,  a 
motor  of  this  size  should  develop  sufficient 
[)ower.  Much  depends,  however,  on  the 
motor,  the  tandem  and  the  riders.  If  the 
tirst  is  up  to  the  work  it  is  claimed  to  do, 
Hie  second  is  well  and  strongly  built  and 
easy  running,  and  the  third  are  accustomed 
to  tandem  riding,  all  around  good  results 
should  be  obtained.  Opinions  differ  as  to 
tire  sizes.  They  should  not  be  less  than  1% 
inches,  and  if  they  were  a  little  larger  than 
this  it  would  be  better.  Yet  the  use  of  tires  of 
too   large   a   cross   diameter  is   not  recom- 


aiended.  Indeed,  the  construction  of  most 
tandems  precludes  their  use,  the  rear  forks 
and  stays  being  too  narrow  to  allow  the 
proper  clearance  if  anything  over  two  inches 
is  used. — Ed.] 

Two  Practical  Shop  Kinks. 

Two  shop  "kinks"  in  use  in  the  Leland  & 
Faulconer  works  at  Detroit  which  are  prac- 
tical to  a  degree  are  thus  described: 

The  first  is  a  simple  substitute  for  lockers. 
Sticks  about  4%  feet  long,  1  inch  thick  and  3 
inches  wide,  having  a  handle  whittled  at  one 
end  and  a  %-inch  hole  near  the  other  end, 
are  hung  on  nails  driven  into  the  window 
casings.  Just  below  the  hole  is  an  ordinary 
coat  and  hat  hook.  The  men  take  down  the 
sticks,  hang  their  coats  and  hats  on  the 
hooks  and  then  hang  the  whole  business  on 
the  nail,  where  it  is  up  out  of  the  way  and 
reasonably  free  from  danger  of  damage. 
While  not  so  nice  as  lockers,  it  is  vastly  bet- 
ter than  the  utter  lack  of  conveniences  of 
the  average  shop. 

The  other  idea  is  for  the  protection  of 
drawings  while  in  use  in  the  shop.  The 
drawing  in  use  is  slipped  between  a  sheet 
of  binder's  board  and  a  sheet  of  thin,  trans- 
parent celluloid,  fastening  the  whole  together 
with  round  head  paper  fasteners. 


Utilizing  the  Exhaust. 

Among  recent  foreign  patents  is  one  of  in- 
terest to  motocycle  users,  especially  now, 
when  low  temperatures  are  the  rule  and  not 
the  exception. 

The  invention  is  an  arrangement  by  which 
the  products  of  combustion  of  petroleum  mo- 
tor cars  are  utilized  for  the  purpose  of  warm- 
ing one  or  more  of  the  parts  of  the  carriage, 
such  as  the  foot  rests  or  the  steering  handles 
of  the  vehicles,  the  arrangement  consisting 
substantially  of  a  bi'anch  pipe  from  the  ex- 
haust pipe,  conducting  the  hot  products  of 
combustion  to  the  different  parts,  such  as 
pedals  or  the  steering  handles,  the  partial  or 
entire  utilization  of  the  heat  being  regulated 
by  a  cock  or  valve  operated  by  a  handle. 


By  the  Heraeus  System. 

That  difficult  process,  welding  aluminum, 
is  thus  accomplished  by  the  Heraeus  method: 
The  operation  consists  of  cleaning  the  sur- 
faces of  the  metal  to  be  joined,  laying  them 
together,  and  heating  them  carefully  to  the 
temperature  at  which  the  metal  commences 
to  soften,  keeping  at  that  temperature,  and 
meanwhile  hammering  together  to  a  perfect 
weld.  It  is  important  that  the  temperature 
be  kept  constant.  If  it  rises  too  high  the 
m.etal  becomes  short  or  granular,  and  com- 
mences to  oxidize— a  condition  which  renders 
the  weld  useless. 


Catch  Phrases  That  Please. 

Cliain  construction  has  been  brought  to  s 
high  state  of  perfection,  and  refinements  un- 
thought  of  years  ago  mark  the  latest  de- 
velopment of  the  art.  "Harveyized-recessed 
rivets  and  glass-hard  wearing  surfaces"  is 
the  way  an  across-the-water  concern  de- 
scribes its  latest  product. 


THE  BICYCLING  WORLD 


357 


THE  "BICYCLE  IDEA" 


The  Germ  Planted  Nearly  200  Years  ago- 
Its  Gradual  Growth  and  Evolution. 


"Does  any  one  doubt  the  extraordinary 
vitality  of  the  bicycle  idea?"  asks  the  Colum- 
bia catalogue,  and  then,  assuming  that  some 
one  does,  it  continues:  "Let  him  consider 
the  persistence  with  which  it  has  outlived 
the  errors  of  those  who  successively  failed 
in  attempts  to  bring  it  to  practical  develop- 
ment. Let  him  note  its  present  vast  impor- 
tance in  the  general  scheme  of  human  ac- 
tivity. 

"Nearly  tAvo  centuries  have  elapsed  since 
the  laws  of  motion  which  enable  the  rider  to 
keep  his  moving  bicycle  upright  began  to  be 
associated  with  the  problem  of  improved 
human  locomotion.  The  world  was  groping 
for  'the  wheel'  fifty  years  before  the  first 
rudimentary  vehicle  of  the  bicycle  group  was 
exhibited  to  astonished  members  of  the 
French  Academy  in  the  Place  de  la  Con- 
corde, Paris,  in  1779.  During  the  next  hun- 
dred years  various  bicycle  contrivances  of 
divers  degrees  of  uncouthness  were  pro- 
duced. Each  was  a  little  better  than  any- 
thing of  its  kind  previously  made,  but  still 
served  only  to  add  another  incident  to  the 
early  sorrows  of  inventive  genius.  All  of 
the  machines  thus  evolved — curricles,  hobby- 
horses, drasines,  velocipedes— died  early  and 
natural  deaths  for  the  reason  that,  except  as 
mere  curiosities,  of  which  the  world  has 
always  had  enough,  they  were  of  very  little 
use. 

"But  the  instinctive  demand  for  a  light, 
practical  vehicle  with  two  wheels  and  a 
single  track  was  bound  to  be  satisfied.  It 
was  partially  met  by  the  high  bicycle  with 
suspension  wheels,  introduced  to  the  Ameri- 
can public  in  1877,  and  later  brought  to  a 
high  degree  of  excellence.  Then,  out  of  a 
clear  sky,  as  it  were,  came  the  pneumatic 
tired  machine  of  the  present  type,  crowning 
with  the  highest  success  man's  long  con- 
tinued endeavor  to  move  from  place  to  place 
swiftly  and  easily  by  mechanical  means,  yet 
without  entire  sacrifice  of  physical  effort. 

"As  a  practical  vehicle,  adapted  to  a  great 
variety  of  useful  purposes,  the  bicycle  is  eco- 
nomical, swift,  sm-e  and  always  ready.  Its 
original  cost  is  only  a  small  fraction  of  that 
of  any  other  means  of  conveyance,  while  the 
cost  of  keeping  it  is  next  to  nothing.  Its 
value  as  a  money  saver  can  perhaps  be  best 
appreciated  by  those  who  have  occasion  to 
journey  to  and  from  home  and  business  or 
work  a  certain  number  of  times  daily.  A 
quick  mental  calculation  will  serve  to  show 
how  soon  a  bicycle,  as  a  substitute  for  regu- 
lar street  car  service,  can  be  made  to  pay 
for  itself. 

"As  a  means  of  exercise  the  bicycle  brings 
into  alert  and  healthful  activity  every 
muscle,  nerve  and  faculty.  It  moves  be- 
neath its  rider  like  a  thing  of  life,  and  adds 


to  the  mere  physical  exercise  the  exhilara- 
tion of  rapid  motion  in  the  open  air  and  the 
interest  of  constantly  changing  scene.  It 
has  been  well  said  that  the  training  of  the 
eye  and  ear,  the  alertness  and  suppleness  of 
limb  and  joint  and  muscle,  the  quick  ob- 
servation, the  habits  of  prompt  decision  and 
self-reliance  necessarily  developed  by  bicy- 
cling, are  such  as  to  cause  it  to  lead  in  these 
respects  every  other  form  of  outdoor  exer- 
cise." 

The  Most  Powerful  Hotor  Bicycle. 

What  is  undoubtedly  the  most  powerful 
motor  bicycle  in  existence  is  that  shown  by 
the  accompanying  illustration— a  6  horse- 
power Marsh  racer,  made  by  the  Motor 
Cycle  Mfg.  Co.,  Brockton,  Mass.  It  was  ex- 
hibited at  the  New  York  Automobile  Show, 
and  it  was  Mr.  Marsh's  idea  to  participate 
in  the  mile  speed  trials  on  the  Coney  Island 


POPE^S  FIRST  PNEUMATICS   . 


Amusing  but  Costly  Results  of  not  Know- 
ing Anything  About  Them. 


"I  don't  think  I  shall  ever  forget  the  first 
pair  of  pneumatic  tires  that  came  to  the 
Columbia  factory,"  said  Henry  Goodman, 
who  at  the  time  was  identified  with  the  Pope 
interests,  and  whose  reminiscence  had  been 
induced  by  a  paragraph  in  last  week's  Bi- 
cycling World. 

"They  were  Dunlop  'rag'  tires,  of  course, 
and  no  one  knew  any  more  about  them  than 
the  average  man  knows  about  motor  bicycles 
to-day.  They  were  affixed  to  an  English  bi- 
cycle, and  when  it  was  uncrated  some  one 
left  it  standing  with  the  front  wheel  against 


L 


Boulevard,  wliich  followed  the  week  after 
the  show. 

Unfortunately  the  big  machine  was  de- 
layed somewhere  on  the  line  between  Brock- 
ton and  New  York,  and  the  Marsh  was,  per- 
force, among  the  non-starters.  In  an  un- 
official trial,  however,  Mr.  Marsh  states  that 
he  has  ridden  tlie  mile  in  Im.  2  3-5s.,  a.nd 
had  no  trouble  in  maintaining  close  to  a 
fifty-five  miles  per  hour  pace  on  the  State 
road  near  Brockton. 

The  racer  is  fitted  with  a  large  pulley  on 
front,  and  makes  about  the  same  number  of 
explosions  at  sixty  miles  an  hour  as  the  ordi- 
nary 1%  horsepower  does  at  twenty-five. 


a  steam  pipe.  As  a  result,  when  the  heat 
got  in  its  work  the  front  tire  exploded  with 
a  bang,  and  we  had  but  one  tire  remaining, 
and  that  one  was  deflated. 

"When  we  desired  to  inflate  it,  it  was  dis- 
covered that  there  was  no  pump  to  be  had 
anywhere.  Accordingly  we  carried  the  bi- 
cycle to  an  adjoining  factory,  where  there 
was  a  compressed  air  pump.  We  had  no 
idea  how  much  pressure  the  tire  would 
stand,  and  the  powerful  pump  inflated  it  so 
quickly  that  the  tremendous  pressure  blew 
the  tire  to  pieces  before  we  know  'where  we 
were  at.'  " 


Left  for  the  Future. 

As  is  pretty  well  known,  the  great  pressed 
steel  industry  grew  from  an  insignificant  de- 
vice designed  to  fasten  the  doors  of  railway 
cars.  Now  the  greater  portion  of  the  ma- 
jority of  freight  cars  is  made  of  pressed 
steel.  The  increasing  use  of  pressed  steel 
lends  some  support  to  the  belief  that  sooner 
or  later  bicycle  parts  also  will  be  made  in 
this  expeditious  and  cheap  manner.  Pressed 
steel  frames  and  forks  art-  by  uo  means  ;i 
wild  flight  of  imagination. 


Fatigue  in  General. 

As  is  now  well  known,  metal  suffers  from 
fatigue  if  it  is  used  continuously,  and  it  has 
long  been  said  that  tires  are  the  better  for 
a  rest,  and  the  machine  fitted  with  them 
sliould  be  hung  up  when  it  is  out  of  service 
for  any  length  of  time.  This  idea  is  even 
applied  to  the  belts  in  use  in  one  machine 
shop.  They  are  thrown  oft"  the  pulleys  on 
Saturday  night  and  replaced  on  Monday 
morning.  It  is  not  stated  whether  this  in- 
creases then-  leugth  of  service,  but  it  cer- 
tainly cannot  do  any  harm. 


358 


THE  BICV^CLING  WORLD 


*' Knowledge  is  Power" 


and    than    now 


it  was  never   more   powerful   in  the   Cycle  Trade. 

The  Dealer  Who  Knows 
What's  What  and  Who's  Who 

and  who  keeps  himself  constantly  informed 

Is  the  One  Who  Will  Survive. 


IT   IS  THE  MISSION  OF 

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THE  BICYCLING  WORLD 


359 


RAQNG 


Refreshed  bj-  a  good  rest,  the  teams  com- 
peting in  the  six  day  bicycle  race  started 
Thursday,  January  2,  without  the  listlessness 
which  cliaracterized  their  riding  on  Wednes- 
day. During  the  first  hour  the  teams  rode 
20  miles  and  2  laps.  In  the  evening  some  of 
the  best  racing  of  the  week  occurred,  each 
of  the  six  leading  teams  contributing  to  the 
excitement;  the  pace  was  furious,  but  none 
of  the  leaders  were  able  to  score  on  other 
than  the  tail  enders.  Krebs,  whose  team 
mate,  Keegan,  was  unable  to  ride  owing  to 
swollen  ankles,  failed  in  his  attempt  to  gain 
the  one  lap  lacking  to  place  the  team  up 
with  Fisher  and  Chevalier  for  seventh  and 
last  money.  Krebs  gained  one  lap  Wednes- 
day night,  but  Simar  and  Gougoltz  prevented 
his  getting  another  Thursday,  thus  assisting 
their  fellow  Europeans  in  holding  seventh 
place,  'jiiie  score  at  the  end  of  the  fortieth 
hour  was: 

Miles.     Laps. 

MacFarland  and  Maya 804  3 

McLean  and  Butler 804  3 

Munroe  and  Freeman 804  3 

Gougoltz  and  Simar 804  3 

Leander  and  Rutz 804  3 

King  and  Samuelson 804  3 

Fisher  and  Chevalier 804  1 

Krebs  and  Keegan 804  0 

Muller  and  Jaak 803  G 

Champion  made  a  ne\\-  world's  indoor  rec- 
ord for  the  mile,  doing  the  distance  on  a 
motor  bicycle  in  1:26  2-5— two-tifths  of  a  sec- 
ond better  than  the  previous  figures. 

The  liard  working  members  of  each  of 
the  nine  teams  did  most  of  the  work  during 
the  evening  of  the  fifth  day,  evidently  saving 
the  sprinters  for  the  final  rush  Saturday 
evening.  This  was  permissible,  as  the  rule 
making  it  compulsory  for  each  man  to  ride 
five  hours  a  day  was  suspended.  There  was 
no  change  of  positions  among  the  teams  dur- 
ing the  day,  although  there  was  more  or  less 
excitement,  as  Krebs,  Chevalier  and  McLean 
made  several  efforts  to  gain  distance.  Free- 
man crossed  the  line  first  at  tlie  finish,  with 
Maya  second.  The  score  at  the  end  of  the 
day.  the  fiftietli  hour,  Avas: 

Miles.     Laps. 

Freeman  and  Munroe 1,000  7 

McLean  and  Butler 1,000  7 

MacFarland  and  Maya 1,000  7 

Cougoitz  and  Simar 1,000  7 

Leander   and    Rutz 1,000  7 

King  and  Samuelson 1,000  7 

Fislier  and  Chevalier : .   1,001)  5 

Krebs  and  Keegan 804  0 

Muller  and  Jaak 1,000  0 

A  disgraceful  fight  ended  the  sixth  day, 
leu  hours  a  day,  race  at  Fark  Square  Gar- 
den, Boston,  Saturday,  January  4.  The  fight 
started  over  an  alleged  foul  of  McLean,  who 
v.as  thrown  against  Gougoltz  and  knocked 
off  his  wheel.  McLean  quickly  got  a  re- 
mount, but  was  unable  to  land  better  than 
sixth,  with  Gougoltz  .just  ahead  of  him. 
MacFarland,  who  had  been  picked  for  the 
winner,  cleared  the  bunch  and  crossed  the 
tape  first,  with  Leander  second,  Freeman 
third  and  King  fourth.  Apparently  some 
deal  had  been  entered  into  between  the  lead- 


ing teams,  but  the  whole  affair  is  so  full  of 
conflicting  stories  that  it  will  be  difficult  to 
place  the  blame  where  it  belongs  until  an 
investigation  has  been  made.  In  the  mean- 
while the  prizes  will  be  withheld.    The  final 

score  at  the  sixtieth  hour  was: 

Miles.     Laps. 

:MacFarland  and  Maya. 1,193  5 

Leander  and  Rutz 1,193  5 

Freeman  and  Munroe 1,193  5 

King  and  Samuelson 1,193  5 

Gougoltz  and  Simar 1,193  5 

:McLean  and  Butler 1,193  5 

Fisher  and  Chevalier 1,193  2 

Krebs  and  Keegan 1,193  0 

^Muller  and  Jaak 1,192  7 


As  a  result  of  the  miniature  riot  the  hot- 
headed ilcFarland,  who  appears  to  have 
l)een  the  ringleader,  and  who  richly  merits 
a  year's  "rest,"  has  been  let  off  by  the  N. 
C.  A.  with  suspension  until  June  15  next, 
being  given  the  privilege  of  appealing  for 
the  imposition  of  a  fine  instead.  Freeman 
is  given  $.50  fine  or  six  months  "rest"  in  lieu 
of  payment,  and  Gougoltz  and  Simar  are 
pushed  down  to  sixth  place  in  the  race, 
McLean  and  Butler  moving  up  into  the  void. 


The  indoor  bicycle  racing  season  in  Phila- 
delphia opened  in  the  Second  Regiment  Ar- 
mory on  the  niglit  of  January  4  with  a  fif- 
teen mile  motor  paced  race  between  Turville 
and  McEacheru.  After  several  tiresome  de- 
lays caused  by  the  pacing  machines,  Turville 
won  by  half  a  lap  in  26:03  3-5.  In  the  un- 
limited pursuit  race  Hadfield  won.  King 
second;  distance,  2  miles  %  lap;  time,  4:15  1-5. 
In  the  half  mile  amateur  heat  race  the  first 
heat  was  won  by  Stroud.  Grower  second; 
time,  1:04  2-5;  second  heat  won  by  Philips, 
Wocher  second;  time,  1:06  4-5;  final  heat  won 
liy  Pliilips,  Stroud  second,  Grower  third; 
time,  1:114-5. 


X  cablegram  from  Berlin  states  that  the 
municipal  authorities  have  succeeded  in  sup- 
pressing what  they  believe  to  be  a  genuine 
"American  peril."  They  have  ordered  Eddie 
E.  Gifford,  of  Chicago,  the  one-legged  trick 
cyclist,  engaged  for  the  winter  by  a  circus 
of  Berlin,  to  abandon  his  act  on  account  of 
the  danger  to  the  performer  and  the  incen- 
tive it  offers  others.  Gifford's  turn  consisted 
in  mounting  a  flight  of  steps  and  leaping, 
astride  a  wheel,  into  a  tank  of  water  eighty 
feet  below.  Two  young  Germans  who  sought 
to  imitate  the  act  are  lying  witli  broken 
heads  in   a  Berlin  hospital. 


About  Keim's  Catalog. 

Jolin  R.  Keim,  of  Buffalo,  N.  Y.,  departs 
from  the  beaten  path  and  titles  the  1902 
catalogue  of  his  Leroy  bicycles  "Their  An- 
nual Debut."  The  bicycles  are  listed  at  from 
HO  to  $22.50,  and  include  a  model  fitted  with 
the  Regas  spring  frame  at  $35.  This  particu- 
lar model  has  moved  the  Keim  muse  to 
poetize  thus: 

"Make   the  roughest   road   like   a   ballroom 
floor. 

Curbstones  like  shadows  will  seem; 
Vibration  and  jar,  you  shall  know  them  no 

more — 
'Tis  a  positive  fact,  not  a  dream." 


ODDS  AND  ENDS 


London  has  more  than  two  hundred  cy- 
cling clubs.  New  York  has  not  one-third 
that  number. 


It  is  reported  that  several  Metropolitan 
bicycle  clubs  are  increasing  their  member- 
ship at  the  present  time,  a  most  unusual  oc- 
currence. 


In  West  Australia,  where  towns  are  few 
and  far  between,  and  water  scarce,  and 
therefore  precious,  the  motor  bicycle  is  being 
-hailed  as  a  swift  and  ready  substitute  for 
the  camel;  several  of  the  machines  are  al- 
ready in  use,  and  more  have  been  ordered. 


The  manner  in  which  factory  capacities 
may  be  increased  is  aptly  illustrated  in  the 
case  of  the  Morrow  coaster-brake.  Four 
years  ago  125  brakes  per  day  was  the  limit 
of  the  factory  at  Elmira,  N.  Y.;  to-day  1,500 
are  easily  possible,  each  device  being  sub- 
jected to  264  different  operations  and 
liandlings. 


An  old  rider  gave  up  his  Sunday  ride  re- 
cently, alleging  that  the  wind  was  too  much 
for  liim.  He  did  not  mind  the  cold,  he  said, 
but  "bucking"  the  wind  was  a  little  too 
fierce  a  game  at  his  time  of  life.  He  did  not 
mind  the  work,  either.  It  was  rather  the 
fact  that  against  the  Aviud  his  progress  was 
so  slow  that  he  could  not  keep  warm. 


Notices  have  been  sent  out  by  Secretary 
Frank  W.  Weston,  of  the  Boston  Bicycle 
Club,  of  the  twenty-fourth  annual  meeting  of 
this,  the  oldest  organization  in  this  country. 
It  will  take  place  in  Room  10  of  the  Boston 
Tavern— itself  even  more  unique  and  much 
older  than  the  club— at  7:30  P.  M.  on  January 
8th.  An  informal  supper  will  precede  the 
meeting. 


The  beliavior  of  the  motor  bicycle  on  snow 
covered  roads  is  still  a  mooted  question.  A 
Birmingham  (England)  tradesman  is  said  to 
have  ridden  his  machine  over  such  roads 
during  a  recent  blizzard  which  was  reck- 
oned to  be  the  worst  that  the  city  had  ex- 
perienced since^  the  great  storm  of  1881. 
Notwithstanding,  there  was  not  the  slightest 
sign  of  slipping  or  mishap  of  any  character. 


One  class  of  riders  tliat  the  motor  bicycle 
will  appeal  to  with  unusual  force  is  the  old 
timers  who  were  once  in  the  front  rank  of 
the  speedmon,  but  who  are  no  longer  able  to 
take  hills,  and  even  levels,  with  their  afore- 
time pace.  ^Neither  do  they  like  taking  back 
seats  while  on  the  road,  and  they  have 
rather  a  hard  time  of  it  squaring  things 
when  they  go  out.  The  motor  bicycle  gives 
them  a  lift,  and  it  will  be  suprising  if  there 
are  not  a  number  of  them  who  will  make 
use  of  it. 


"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocycles  and  How  to  Man- 
age Them."  $1.  The  Goodman  Co.,  Box  649, 
N«w  York.  ••• 


360 


THE  BICYCLING  WORLD 


ABOUT  THE  L."A.  W. 


Ex-t'resident  Sams  Heard  Prom — nichigan's 
<'  Printer  Consul  "  Finds  Able  Defender. 


Editor  The  Bicycling  World: 

Just  as  the  Bicycling  World  of  December 
26  came  I  was  writing  a  letter  to  Mr.  George 
C.  Peunell,  first  vice-president  of  the  L.  A. 
W.,  in  New  York,  asking  him  to  let  me 
know  where  the  National  Assembly  would  be 
held  this  year,  as  I  wish  to  attend.  I  have 
heard,  by  rumor  alone,  that  the  National  As- 
sembly would  be  held  in  Connecticut. 

If  this  rumor  is  true  I  regret  to  hear  it.  A 
glance  at  the  membership  at  present  shows 
that  two-thirds  of  it  comes  from  the  three 
States  of  Massachusetts,  Pennsylvania  and 
New  York.  It  seems  to  me,  therefore,  it 
would  be  only  fair  to  have  the  National  As- 
sembly meet  at  a  place  where  the  bulk  of 
this  membership  could  be  easily  represented, 
not  by  proxy,  but  in  person.  I  should  be 
very  glad  to  go  to  New  York,  which  seems 
the  most  central  point  that  can  be  chosen,  to 
be  present  at  the  next  Assembly;  but  to  go 
to  Connecticut  at  this  time  of  the  year,  with 
the  prospect  of  meeting  only  a  few  persons,  Is 
not  a  very  cheerful  outlook. 

To  show  that  men  will  come  to  the  rescue 
of  the  League,  especially  those  who  are  old 
members,  I  have  recently  had  the  promises 
of  quite  a  number  in  the  city  of  Baltimore 
that  they  will  renew  their  interest.  We 
shall  undoubtedly  be  heard  from  in  a  short 
while.  I  will  be  glad  to  keep  you  posted 
on  any  movement  that  takes  place  here.  One 
of  the  first  steps  necessary  to  be  taken  is  to 
have  the  National  Assembly  meet  at  some 
place  vvhere  a  sufficient  body  of  men  can 
meet,  having  some  interest  in  League  affairs, 
and  who  will  seriously  work  for  the  reorgani- 
zation of  the  L.  A.  W.  I  shall  certainly  do 
my  part,  but  you  are  not  going  to  get  any 
number  of  men  to  take  themselves  to  Con- 
necticut at  this  time  of  the  year.  As  much 
as  I  desire  to  be  present  at  the  National 
Assembly  for  one,  I  cannot  go  to  Connecti- 
cut in  February. 

CONWAY  W.  SAMS,  Baltimore,  Md. 


Editor  The  Bicycling  World: 

I  am  prompted  by  a  spirit  of  fairness 
which  is  certainly  due  to  one  who  was  made 
the  subject  of  a  few  guesses  by  your  corre- 
spondent signing  himself  "Detroit"  in  a  re- 
cent issue. 

The  consul  to  whom  "Detroit"  no  doubt 
refers  has  done  more  for  the  L.  A.  W.  and 
the  wheelmen  of  the  State  of  Micliigan  than 
any  chief  consul  before  or  since  his  adminis- 
tration of  that  thankless  and  no  salary  job, 
as  a  recapitulation  of  the  results  will  show. 

In  the  first  place,  when  this  man  stepped 
into  the  office  the  division  was  in  a  state  of 
chaotic  disor<ranization,  results  of  factional 
figlits  and  otlicr  causes,  and  had  an  out- 
sUiuding  indebtedness  in  the  neighboi'hood 
of  $1,200,  which  our  books  will  show. 

Out  of  this  disrupted  and  financially  em- 


barrassed oi'ganization  he  brought  harmony 
and  peace,  and  to-day  our  division  has  but 
$99  outstanding  debts  on  its  books,  which,  I 
think,  will  compare  favorably  with  many  di- 
visions, who  have  accomplished  less  in  the 
years  gone  by  and  who  were  not  blessed 
with  a  printer  consul. 

During  his  administration  we  reached  the 
high  water  mark  of  our  influence  and  mem- 
bership, which  was  away  above  two  thou- 
sand. 

I  take  great  pleasure  in  recording  a  few 
of  the  more  important  matters  brought  be- 
fore the  people  during  his  term  of  office,  and 
which  the  wheelmen  of  the  State  have  the 
privilege  of  enjoying  to-day,  the  results  of 
hard  and  constant  labor  on  his  part,  which 
we  feel  are  an  ample  showing  for  the  limited 
means  we  have  had  at  our  disposal. 

The  passage  of  the  Anderson  bicycle  bag- 
gage law  compelling  the  railroads  of  our 
State  to  carry  wheels  as  personal  baggage, 
against  one  of  the  strongest  railroad  lobbies 
ever  put  forth,  is  still  in  operation,  and  has, 
no  doubt,  saved  the  wheelmen  of  our  State 
thousands  of  dollars;  and  no  man  spent  more 
time  or  more  money  (out  of  his  own  pocket) 
than  our  printer  consul  to  bring  this  to  a 
successful  issue. 

The  defeat  of  the  toll  road  corporations, 
which  terminated  in  the  Supreme  Court  pre- 
venting them  from  collecting  toll  from  wheel- 
men, was  a  grand  thing  for  wheelmen  at  the 
time  it  was  fought  for. 

The  city  of  Detroit  enjoys  to-day  one  of 
the  most  liberal  bicycle  ordinances  of  any 
city  in  the  country,  drafted  after  his  own 
ideas  and  passed  after  weeks  of  hard  fight- 
ing, which  any  sensible  man  knows  cannot 
bo  done  without  the  sacrifice  of  a  vast 
amount  of  time,  which  was  gratefully  given. 

The  erection  by  the  city  of  Detroit  of  an 
elegant  wheelmen's  shelter  pavilion  on  Belle 
Isle,  at  a  cost  of  $12,500,  was  another  of  his 
efforts,  whicli  was  successfully  carried  out 
without  the  spending  of  one  cent  of  the  L. 
A.  W.  money. 

The  successful  prosecution  of  a  great  num- 
ber of  damage  cases  in  all  parts  of  the  State 
Avhere  the  rights  of  wheelmen  were  infringed 
upon  was  a  pastime  for  our  printer  consul. 

During  his  term  of  office  a  number  of 
good  roads  meetings  were  held,  at  which 
much  good  roads  legislation  was  attempted 
and  seed  sown  which  will  some  day  blossom 
into  better  highways  for  this  State. 

Two  successful  State  meets  were  held  and 
a  first  class  roadbook  v/as  compiled,  printed 
and  distributed  free  to  our  members  during 
liis  term  of  office,  and  at  the  present  time 
this  gentleman  has  a  private  personal  agree- 
jiient  with  tlie  customs  authorities,  which  he 
still  extends  to  touring  L.  A.  W.  members,  as 
a  great  many  grateful  members  from  all 
parts  of  the  country  will  testify. 

A  dry  strip  five  feet  wide  on  each  side  of 
tlie  car  tracks  on  our  principal  streets  is  in 
itself  worth  the  $1  per  year  paid  by  mem- 
licrs,  and  this  is  another  of  the  printer  con- 
sul's innovations. 

A  law  in  successful  operation  for  the  pro- 
tection of  cycle  paths  is  only  another  of  the 


many  good   things   Michigan   members  can 
boast  of. 

Now,  my  dear  Mr.  Editor,  I  might  go  on 
and  tell  where  our  printer  consul  has  in 
many  instances  laid  aside  his  personal  in- 
terests to  work  for  the  welfare  of  the  wheel- 
men at,  large  in  our  city  and  State,  and  one 
and  all  were  benefited,  no  matter  if  a  mem- 
ber who  appreciated  the  work  being  done, 
or  one  who  begrudged  his  litttle  mite,  or  one 
who  was  so  ungrateful  as  not  to  contribute 
at  all;  and  if  your  correspondent  "Detroit" 
has  been  so  fortunate  as  never  to  have  had 
occasion  to  use  his  membership  in  the  L.  A. 
W.  to  right  some  wrong  that  had  been  per- 
petrated upon  him  he  should  be  thankful, 
and  not  rush  into  print  to  slander  the  man 
who  was  ever  willing  to  sacrifice  his  time 
and  his  labor  (without  pay)  to  help  this  same 
"Detroit"  if  the  occasion  had  ever  presented 
itself. 

In  conclusion,  my  dear  sir,  I  do  not  hesi- 
tate to  say  that  this  same  consul  has  done 
more  than  any  ten  men  in  the  State  of  Michi- 
gan for  the  cause  of  the  L.  A.  W.,  and  I 
Ijnow  has  received  less  than  any  one  who 
preceded  him  in  the  office  since  I  have  been 
a  member  (1893).  I  believe  in  honor  to 
whom  honor  is  due;  and  if  any  honor  is  due 
any  one,  that  one  is  our  printer  consul. 

I  thank  you. 

HENRY  E.  PERRY, 
Secretary-Treasurer  Michigan  Div.,  L.  A.  W. 


Coarse  and  Fine  Threads. 

Other  things  being  equal,  a  fine  thread  will 
give  a  greater  holding  or  clamping  effect 
than  a  coarse  one;  in  other  words,  its  me- 
chanical advantage  is  greater,  says  a  special- 
ist. The  finer  the  pitch  the  less  is  the  lia- 
bility to  shake  loose. 

On  the  other  hand,  the  same  latitude  of 
deviation  from  the  exact  specified  size  and 
shape  of  screAV  thread  cannot  be  permitted 
in  a  fine  tlu-ead  that  might  be  tolerated  in  a 
coarser  one. 

A  screw  thread  may  be  likened  to  an  in- 
cLned  plane  or  wedge  wrapped  round  the 
body  of  the  bolt.  The  rear  axle  is  %  inch 
in  diameter,  1.178  circumference,  and  the 
screw  has  26  threads  per  inch.  It  is  there- 
fore equivalent  to  an  inclined  plane  of  about 
1  in  31,  if  the  thread  were  of  square  section; 
the  wedging  action  of  the  60-degree  thread 
makes  the  equivalent  inclined  plane  1  in  35. 
While  the  friction  of  dry  metal  to  metal  is 
great  enough  for  stability  on  an  inclined 
plane  of  this  degree  of  steepness,  the  co- 
efficient of  friction  of  well  lubricated  sur- 
faces is  somewhat  too  small. 


Greater  Strength  and  Smaller  Cost. 

In  tlie  Fatherland  alone  is  a  new  steel,  the 
invention  of  a  German  named  Giebler,  in- 
tended to  be  used.  The  secret  of  the  process 
will  not  be  sold  to  foreigners.  It  is  particu- 
larly adapted  for  cycle  and  motor  parts, 
tools,  guns,  armor  plates,  etc.  According  to 
experiments  made  at  the  Royal  Mechanics' 
Technical  Institute,  the  new  steel  is  about 
140  per  cent  stronger  and  50  per  cent  lighter 
than  Krupp,  Harvey  and  Boehler  steel,  and 
costs  a  third  less. 


The 

MORE 


CUSHION 

FRAME 

BICYCLES 

you  sell 
the 

MORE  MONEY 

you  will  make 
and  the 

IMoRE  Comfort 

and  satisfaction 

will  you  give 
your  customers. 

The  logic  of  this  asser- 
tion is  as  irrefutable  as 
it  is  clear.  It  should 
be  powerful  enough  to 
cause  you  to  devote  your- 
self to  cushion  frames 
throughout  the  year,  that 
is,  if  you  are  not  in  busi^ 
ness  as  a  pastime. 


HYGIENIC    WHEEL    COMPANY, 

OWNERS   OF 
CUSHION    FRAME    PATENTS 

220    Broad>way,    NEW    YORK 


INDIANA  CHAINS 

EASIEST  RUNNING.     CONSEQUENTLY  BEST. 


EVERY  LINK  IS  RiaHT. 
PRICE  IS  RIQHT. 


Send  26  cents  for  Fob.    $1.80  per  dozan. 

INDIANA  CHAIN  CO.,    Indianapolis,  Ind. 

Bkandbnburg  Bros,  ft  Wallacb,  Salesmen. 
New  York— Chicack 


THE  BICYCUNG  WORLD 

Benediction  Prom  Bethlehem. 

Commenting  on  the  sale  of  tbe  old  Wil- 
helm  bicycle  factory  at  Hamburg,  Pa.,  a 
writer  in  the  Bethlehem  (Pa.)  Times  drops 
into  a  reminiscent  mood. 

"There  never  was  anything  Invented  for 
man's  enjoyment  that  had  so  picturesque  a 
career  as  the  wheel,  or  whose  general  effect 
was  so  beneficial  to  mankind  or  so  healthful 
in  its  influences,"  he  says. 

"But,  lilie  many  another  physical  agency  de- 
signed for  men's  comfort  and  enjoyment,  it 
was  abused  and  it  paid  the  penalty  of  popu- 
larity. Preachers  thundered  against  it  from 
the  pulpit,  but  it  is  a  poor  rule  that  does  not 
work  both  ways,  for  while  the  bicycle  no 
doubt  decreased  the  attendance  upon  church 
services  it  also  emptied  the  back  room  of 
the  saloon  and  kept  the  street  corners  clear 
of  a  Sunday. 

"It  brought  in  its  wake  health,  strength 
and  vigor,  and  the  only  ones  it  injured  were 
those  fools  who  had  an  unhallowed  ambition 
to  climb  steep  hills  and  make  'records.'  To- 
day these  very  fellows  are  afraid  to  run  half 
a  block  after  a  street  car,  and  exercise  the 
most  active  solicitude  in  regard  to  the  action 
of  their  hearts. 

"The  bicycle  craze,  in  the  days  when  the 
epidemic  was  at  its  worst,  presented  many 
strange  phases  and  brought  about  many  pe- 
culiar conditions.  Its  effect  upon  the  livery 
stables  was  such  that  it  reduced  the  proprie- 
tors of  tliese  establishments  to  the  verge  of 
bankruptcy.  Their  lamentations  were  worsp 
than  those  of  the  prophet  .Teremiah,  and 
whenever  you  mentioned  the  word  'bicycle' 
to  any  one  of  these  caterers  in  the  shape  of 
equine  locomotion  his  face  assumed  the  look 
of  a  drawn  tomahawk.  For  a  time  it  looked 
as  if  the  horse  would  become  as  useless  as 
a  two-year-old  fashion  plate.  Every  Sunday 
morning  the  air  was  musical  with  the  sound 
of  many  bells,  as  scores  upon  scores  o^'  bi- 
cyclists whirled  through  the  city  on  their 
way  for  a  spin  in  the  country. 

"That  magnificent  stretch  of  road  from 
Bethlehem  to  Nazareth  is  practically  de- 
serted, so  far  as  bicyclists  are  concerned. 
Had  that  road  been  in  existence  six  years 
ago  the  roadhouses  and  hotelkeepers  would 
have  made  fortunes  from  the  patronage  of 
the  devotees  of  the  wheel. 

"It  is  a  strange  fact  that  the  cheapening 
of  the  cost  of  the  wheel  killed  the  sport.  It 
made  it  common,  and  nothing  that  is  cheap 
and  common  in  sport  will  live  in  this  coun- 
try, no  matter  how  beneficial  its  effect  upon 
the  masses.  When  wheels  were  $100  there 
was  something  about  it  that  stamped  the 
owner  as  a  person  of  some  financial  conse- 
quence, as  he  to  a  great  extent  was.  As 
soon  as  the  bike  came  within  the  reach  of 
the  hoi-polloi  the  knell  of  doom  sounded  and 
the  wheel  ceased  to  be  a  fad  and  became  a 
medium."  

Liked  by  the  Japs. 

American  wood  rims  and  mud  guards  are 
still  in  demand  among  Japanese  riders.  An 
Indiana  firm  recently  made  a  shipment  of  a 
considerable  number  of  these  articles,  con- 
signed to  a  prominent  Japanese  importer. 


361 


New 
Bell 


for 
the 


New 
Year 


and 


B 


EYIN 
ELL 


at  that. 
You  all  know  what  that  means. 


Rotary  Movement. 
Stationary  Gongs. 

QUOTATIONS 

on  request. 

Beyin  Bros.  Mfg.  6©., 

EaST  HaMPTON,  eoxN. 

Makers  of  Toe  Clips,  Trouser  Guards, 
Lamp  Brackets,  etc. 


362 


THE  BICYCUNG  WORLD 


Model  B 


Our  Business  More  than  Doubling  Every  Year. 

REASON  FOR  IT?      CERTAINLY.       THINK  IT  OVER. 

MR.  DEALER :— Send  us  your  name  and  address  at  once  and  we  will  tell 
you  how  to  increase  your  business  in  1902 ;  and  if  you  are  a  hustler,  you  can 
double  it.    Don't  delay. 

We  don't  care  how  many  people  know  that  we  build  Spring  Seat  Posts  and 
Expanders  exclusively,  and  that  hustling'  makers  of  Bicycles  and  Motor 
Cycles  are  giving-  BERKEY  SPRING  SEAT  POSTS  as  an  option  on  their  1902 
wheels.    Insist  upon  it. 

All  leading  jobbers  catalogue  it,  too. 

Thousands  of  satisfied  riders  using  them  all  over  the  world.  Have  you 
seen  our  i902  catalogue,  just  out  ?    Will  be  pleased  to  mail  you  one. 

BERKEY  SPRING  SEAT  POST  COMPANY 

85  Campau  Street,  GRAND  RAPIDS,  MICH. 


Model  C 


Jobbers,  Be  Wise! 


oooBirrosf 


Handle  these 
Goods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


THE  ERIE  CRACK-A  JACK  (DOUBLE   1 
PATENTED   MAV  28.  I3ui 

PENNSYLVANIA  RUBBER  CO. 
ERIE,    PA. 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK  CHICAQO  BOSTON 

BUFFALO  PHILADELPHIA 


eiNeH 

SUPERIORITY  SPECIFIED 


No  Slipping  on  drive  or  brake. 

Freest  Coaster,  no  contact  except  with   balls. 

Noiseless  when  braking. 

Releases  automatically  after  braking. 

Runs  the  season  withOUt  Oiling. 


RIGCS-SPENCER  COMPANY, 

Manufacturers,  ROCHESTER,  N.Y.,  U.S.A. 

C.  J.  Iven  &  Co.,  exclusive  selling  agents  for  U.  S.  A.  and  Canada,  Rochester,  N.  Y. 


...The  REAL  THING  in  Bicycle  Wrenches... 

THE    WRENCH    THAT    ACTUALLY    DOES    "LIVE    UP"    TO    ITS    NAME. 


Length, 
5  inches. 


(  Will  take  ij{-inch  nut.) 
Write  for  Catalog  and  Quotations. 


Weight, 
4)^  ounces. 


ITS    STEFLINC    QUALITY    and    ITS 
POPULAR  PRICE   HAVE   MADE 
PHENOMENAL  SELLER. 

FRANK  MOSSBERG  CO.,  AWe.oro,  Mass. 


THE  BICYCLING  WORLD 


363 


Qerrard  on  Metric  System, 

In  an  address  delivered  before  the  Cot- 
entry  Engineering  Society,  that  eminently 
practical  tradesman  and  engineer,  C.  R.  Gar- 
rard, presented  some  telling  arguments  in 
favor  of  the  metric  system  and  against  the 
antiquated  method  of  calculations  still  in 
use  in  both  England  and  in  this  country. 

"Many  advocates  of  the  imperial  system 
advance  the  argument  that  the  small  units 
lend  themselves  to  mistakes;  this  is  certainly 
not  true  in  France,  and  any  one  can  see  that 
there  is  no  fear  of  this  in,  say  in  six  figures 
or  ordinary  whole  numbers,  or  even  with  one 
or  two  decimals  pointed  off,"  he  said. 

"Certain  it  is  that  we  never  want  to  point 
off  more  than  two  figures  at  the  end,  i.  e., 
down  to  the  one-hundredth  of  a  milimetre, 
and  so  no  confusion  can,  or  even  does,  take 
place,  any  more  than  the  same  things  ex- 
pressed in  yards,  feet,  inches,  fractions  or 
decimals;  any  argument  in  this  connection 
applies  equally  to  both  systems. 

"In  spur  gearing  the  calculations  are  some- 
what simpler  in  metric  than  in  inches.  All 
progressive  mechanics  use  the  "diametral 
pitch"  system,  which  is  set  out  in  both  sys- 
tems. This  can  be  found  in  the  catalogue  of 
Brown  &  Sharpe,  and  a  splendid  sheet  of 
this  is  published  by  Messrs.  Ducommon  & 
Co.,  of  Mulhouse. 

"In  disposing  of  the  few  points  raised  re- 
lating to  the  engineering  and  mechanical 
arts,  I  might  remind  you  that  the  metric 
system    is   already   in   somewhat   extensive 


use.  All  «eronauts  measure  the  speed  of  wind 
In  metres  per  second;  then  we  have  the 
houses  of  Mather  and  Piatt,  Willlans  and 
Robinson,  Davis  and  Timmins,  in  England; 
the  Waltham  and  most  other  organized 
watch  factories  in  the  States,  and  several 
others  of  note  on  this  side  all  work  to  the 
metric  system. 

"Then  we  have  our  Board  of  Trade  unit, 
the  kilowatt  of  energy  by  which  all  elec- 
tricity is  sold;  the  British  Association  screw 
threads,  etc.  Then,  again,  the  greater  pro- 
portion of  our  electrical  work  is  in  metrical 
measurements;  for  instance,  we  say  lines  of 
force  per  square  centimetre  and  so  on,  so 
that  very  substantial  use  is  made  of  the 
system. 

"But  in  the  metallurgy  classes  we  used  to 
weigh  everything  in  grains;  24  grains  go  to  a 
pennyweight,  but  we  used  to  go  for  1,000 
grain  doses  of  metals,  etc.  Why  such  a  unit 
of  weight  was  used  I  never  knew;  437% 
grains  are  said  to  make  one  ounce  avoirdu- 
pois, and  480  grains  one  ounce  Troy. 

"In  our  arithmetic  we  resort  to  "Practice," 
a  cunning  device  to  help  make  up  for  some  of 
the  glaring  deficiencies  of  the  system.  Folks 
have  the  idea  it  would  be  necessary  to  learn 
afresh  this  new  weights  and  measures  sys- 
tem, but  there  is  really  nothing  to  learn.  A 
cubic  centimetre  of  water  at  maximum 
density  weighs  1  gramme,  hence  a  cubic  dia- 
meter=l,000  grammes,  or  1  kilo,  and  a  cubic 
meter  1.000  kilos,  or  1  ton.  If  the  mass  is 
iron,  simply  multiply  by  7.4,  or  if  mild  steel. 


say  7.8,  and  you  have  the  weight.    Here  we 
have  Iti  complete.   What  could  be  simpler? 

"Taking  the  view  for  a  moment  of  watch 
and  fine  parts  industries,  here  the  one-thous- 
sandth  of  an  inch  is  becoming  a  very  awk- 
ward unit,  a  whole  thousandth  is  too  large 
for  many  things  and  a  ten-thousandth  too 
small,  whereas  the  .1  of  a  milimetre  is  well 
suited  for  such  work,  as  the  larger  parts  of 
a  cycle  and  the  .01  of  a  milimetre,  which  is 
approximately  4-10000  of  an  inch,  is  just 
right  for  watch  work,  small  parts  such  as 
cycle  chain  work,  etc." 


Two  Methods  Contrasted. 

"If  makers  would  only  give  people  what 
they  want,  instead  of  trying  to  force  them 
to  accept  something  entirely  different,  they 
would  sell  a  great  many  more  bicycles  in 
foreign  countries  than  they  do  now,"  re- 
marked a  European  now  in  this  country. 

"I  have  seen  so  much  of  it  in  my  time.  I 
know  that  repetition  processes  tend  to  make 
manufacturers  averse  to  increasing  the  num- 
ber of  their  patterns.  But  that  is  not  the 
thing.  It  is  all  right  to  sell  a  man  what 
you  want  to  sell  him  if  he  will  buy  it.  But 
if  he  won't  buy  it,  or  if  it  takes  harder  work 
to  sell  him  such  goods,  it  would  be  the  natu- 
ral thing  for  the  manufacturer  to  change  his 
tactics. 

"But  he  refrains  from  doing  this,  or  does 
it  only  when  it  is  too  late.  When  the  trade 
is  gone  he  wakes  up  and  announces  that  he 
is  ready  to  do  what  he  should  have  done 
long  before." 


*  TRADE     /  T3\     MARK 

EVERY  WRENCH  BEARS  THE  COMPANYS  TRADE  MARK 

THE  BILLINGS  a  SPENCER  CD. 


ESTABLISHED  IN  I8B9 
HARTFORD  CONN.U.S.A. 


COLUMBIA 


AUXOIVlA-riC    GAS     l_Ars<<1R 

FOR  BICYCLES,  BUGGIES  AND  MOTOR  VEHICLES. 

Positively  automatic  water  feed,  i.  e  the 
water  feed  is  positively  controlled  by  the 
gas  pi  essure,  which  is  regulated  by  a  gas- 
cock. 

No  carbide  wasted.  Charge  can  be  used 
repeatedly  until  exhausted,  the  same  as  in 
an  oil  lamp. 

Lights  at  once.  Turns  down  or  out  at 
once. 

Uses  one-half  tlie  carbide  necessary  in  a 
large  lamp,  and  gives  as  good  a  headlight 
as  the  best. 

Height  55^  in.     Weight  i8  oz, 

5.000  of  these  lamps  in  use  on  buggies, 
carriages  and  motor  vehicles  in  Chicago 
this  3' ear. 

We  maintain  prices. 

We  carry  the  stock*  ourselves,  and 
Jobbers  who  purchase  from  us  can 
return  all  surplus  of   unused  lamps, 


which  are  marked  (Model  C)  to  us  at  the  end  of  the  sees 
Our  goods  are  sold  on  their  merits  alone.    It  is  not  necessary  for  us  to  offer  prizes 
Fine  art  calendar  for  1902  mailed  free  to  the  trade  on  receipt  of  letter  head. 

HINE-WATT  MFG.  CO.,  GO  WABASH  AVE..  CHICAGO.  ILL 


THEY  ARE  COMING  FAST. 

During  ilie  pa.st  week  we  have  supplied  a 

large  number  of  JOBBERS  with 

electros  for  caialogueing 

THE 

Smith  Two-Roller 
Spring  Seat  Post 

but  there  are  still  a  few  back  counties 
to  hear  from. 

We  have  the  be.-^t  article  of  iti^  kind  on  the  m^iket 
tr-dav  and  can  denioi  i-ir.  te  this  I.  ci  to  \ou.  We  can 
alsi.  make  yi  u  money,  ii  gi\eii  the  Lppi-rtuuity. 

Write  to-day. 

JOS.  N.  SMITH  &  CO.,  Detroit,  Mich. 


364 


THE  BICYCLING  WORLD 


Wyoma  Universal 

COASTER,  BRAKE  AND  HUB  COMBINED. 
WILL  FIT  ANY  BICYCLE.  READY  TO  IN- 
SERT  IN  WHEEL  BY   LACINQ  IN  SPOKES. 

Wyoma  Detachable 

MADE  TO  FIT  THE  LEADING  STANDARD  HUBS. 
BOTH  MODELS  WILL  ALLOW  REAR  WHEEL  TO 

RUN  BACKWARDS. 

FIVE  PIECES,  SHOWING  CONSTRUCTION  OF  1902  MODELS. 

NO    FIBRES.  NO   BALLS. 

FULLY  GUARANTEED. 


UNIVERSAL. 


MANUFACTURED  BY 

Reading  Automobile  and  Gear  Company, 

TENTH  AND  EXETER  STS.,  READING,  PA. 


«• 


The  Big  ©hief  of  the  Hendee  Tribe" 

That  about  describes  the  position 
of  the 

Indian   Motor  Bicycle 

as  it  is  but  the  leader  of  our  line.  We  have  other  Indians 
— pedal-propelled  Indians  at  ^25.00,  ^30.00  and  J35.00 
and  like  the  "  Big  Chief,"  they  aie  of  the  kind  that  make 
easy  the  capture  of  customers. 

If  you  desire  to 

Make  the  Scalp  Locks  Stand 

on   the   heads   of   your  rivals,   the   Indian    Agency  will 
help  you  do  it. 

HENDEE  MANCFReTURING  eOMPHXY,  Springfield,  Mass. 


WHY  THE  HARD-AS=A  =  BRICK  SADDLE  EVER  ATTAINED  POPULARITY  was  because  the  hammock  saddles  of  earlier  years  would  not  retain 
their  shapes — they  would  stretch  and  sag.  From  the  standpoint  -  no,  from  theseatp  Jint — of  comfort  and  hygiene,  the  hammock  type  is  immensely  and  im- 
measurably superior  to  the  hard  saddle,  and  as  this  is  an  age  of  progress  it  is  natural  the  means  should  have  been  found  to  prevent  thesag  and  the  stretch. 
Having  found  the  way,  we  now 

Guarantee  that  the  ©HK  SRDDLE  will  not  stretch  or  sag. 


It  noid^ 


It  Hold^ 
It^ 


IT  IS  THE  SADDLE  YOU  GUQHT  TO  HAVE  AT  THE  PRICE  YOU  OUGHT  TO  PAY. 


:iv]E>vsr.AJEeK:  o^^cr^K  spkoia.IvI'i^  oojvj:i*j%.]v^^. 


THE  BICYCUNG  WORLD 


3^ 


The  Week's  Patents. 

689.853.  Ratchet  Clutch  Mechanism.  Al- 
bert Clausing,  Milwaukee,  Wis.  Filed  April 
13,  1901.     Serial  No.  55,G90.     (No  model.) 

Claim.— 1.  In  a  device  of  the  described 
class,  the  combination  of  a  shaft;  a  pulley 
mounted  thereon;  an  oscillatory  dog-suppori- 
ing  disk,  adapted  to  move  independently  of 
the  pulley,  and  a  series  of  dogs  adapted  to 
engage  the  pulley;  a  dog  actuating  member, 
also  independent  of  the  pulley,  and  adapted 
to  push  the  dogs  into  simultaneous  engage- 
ment with  the  pulley  when  moved  in  one 
direction,  said  dogs  being  arranged  in  oppo- 
sition, whereby  the  reactionary  pressure  of 
the  actuating  member  is  exerted  upon  the 
opposing  dog  or  dogs. 

689,876.  Back  Pedalling  Brake  and  Coast- 
er. George  H.  Hammond,  Minneapolis,  Minn. 
Filed  Feb.  23,  1901.  Serial  No.  48,440.  (No 
model.) 

Claim. — 1.  A  brake  and  coaster  attachment 
for  cycles,  comprising  the  driven  ring  having 
the  pockets  and  hub,  the  driving  member 
mounted  on  said  ring  and  provided  with  the 
reversely  acting  pockets,  the  brake  having 
the  cam  surface  and  arranged  to  bear 
against  said  hub,  the  driving  balls  co-operat- 
ing with  said  pockets,  and  the  brake  ball  co- 
operating with  said  pockets,  and  the  cam 
surface  of  said  brake,  and  means  for  anchor- 
ing the  said  brake  to  the  frame  of  the  cycle, 
substantially  as  described. 

689,962.  Coaster  and  Brake  for  Bicycles. 
George  H.  Hammond,  Minneapolis,  Minn. 
Filed  Aug.  6,  1901.  Serial  No.  71,019.  (No 
model.) 

Claim.— 1.  The  combination  with  a  wheel 
hub  having  a  half  clutch,  of  a  non-rotary 
half  clutch,  a  friction  clutch  member  engage- 
able  with  the  wheel  hub  and  provided  with 
half  clutches  adapting  it  to  be  alternately 
connected  with  said  .non-rotary  half  clutch 
and  with  the  half  clutch  of  said  hub,  and  a 
driving  member  operating  on  said  friction 
clutch  member  to  throw  the  same  into  and 
out  of  action  and  to  connect  its  half  clutches 
with  the  said  co-operating  clutches,  substan- 
tially as  described. 

689.967.  Bicycle.  Charles  L.  Horack, 
Brooklyn,  N.  Y.  Filed  Feb.  5,  1897.  Serial 
No.  622,121.     (No  model.) 

Claim.— 1.  In  a  cycle,  the  combination  with 
a  sectional  frame  having  seat  and  wheel  sup- 
porting sections  capable  of  relative  displace- 
ment, of  the  running  gear,  two  pneumatic 
cushioning  means  between  such  sections,  a 
connecting  passage  adapted  to  conduct  air 
into  and  out  of  said  cushioning  means,  and  a 
cock  in  said  passage  for  regulating  such 
flows  of  air  between  the  cushions. 

089.968.  Cycle.  Charles  L.  Horack,  Brook- 
lyn, N.  Y.  Filed  May  7,  1898.  Serial  No. 
680.014.    (No  model.) 

Claim.— 1.  In  a  cycle,  the  combination 
with  the  frame  and  the  running  gear,  of  a 
pneumatic  cushion  divided  into  two  cham- 
bers and  adapted  to  yieldingly  resist  rela- 
tive displacement  of  the  saddle  and  one  of 
the  wheels,  and  a  check  valve  interposed  be- 
tween said  chambers  and  adapted  to  be  actu- 
ated and  to  permit  flow  of  air  between  said 
chambers  when  compression  of  the  cushion 
and  also  when  re-expansion  takes  place 

689.969.  Cycle.  Charles  L.  Horack,  New- 
York.  N,  Y.  Filed  Dec.  4,  1900.  Serial  No. 
38,632.   (No  model.) 

Claim.— 1.  In  regulating  means  for  cush- 
ioning devices  for  cycles,  the  combination 
with  a  casing,- of  a  wall  movable  with  refer- 
ence thereto  and  adapted  to  displace  fluid 
within  said  casing,  an  automatic  valve  be- 
tween two  compartments  in  the  casing,  a 
restricted  return-passage  being  provided  for 


permitting  flow  of  fluid  between  the  compart- 
ments when  the  valve  Is  in  its  restricting  po- 
sition, a  body  of  liquid  filling  part  only  of 
said  casing  whereby  an  air-space  is  left  with- 
in one  of  said  compartments,  and  means  for 
compelling  flow  of  liquid  through  said  pas- 
sage, and  thereby  checking  flow  of  air 
through  the  same  after  the  valve  reaches  its 
restricting  position  and  while  the  air  in  said 
air-space  is  being  subjected  to  changing 
pressures  diie  to  the  movement  of  said  wall. 

689,970.  Cycle.  Charles  L.  Horack,  New- 
York,  N.  Y.  Filed  Feb.  26,  1901.  Serial  No. 
48,947.    (No  model.) 

Claim.— 1.  In  regulating  means  for  cush- 
ioning devices  for  cycles,  the  combination 
with  a  cylinder  with  suitable  stuffing-box 
and  a  piston  and  piston-rod,  the  latter  ad- 
justed to  slide  through  said  stufHng-box,  of 
guides  rigidly  connected  with  the  piston  and 
piston-rod  on  that  side  of  the  piston  which  is 
farthest  removed  from  the  stuffing-box,  and 
guides  on  the  interior  of  the  cylinder  adjust- 
ed to  coact  with  aforesaid  guides. 

689,984.  Cycle  Treadle-bearing.  Heinrich 
Nowigk,  Cologne,  Germany,  assignor  to 
Richard  Zanders,  Bergisch-Gladbach,  Prov- 
ince of  Rhineland,  Germany.  Filed  Oct.  4, 
1900.    Serial  No.  32,000.   (No  model.) 

Claim. — 1.  The  combination  with  an  in- 
closing sleeve  or  socket  of  a  two-part  crank- 
shaft, one  part  having  a  threaded  portion  and 
a  tapered  recess  to  receive  the  tapered  end 
of  the  other  part  fixed  bearing  members  at 
the  ends  of  the  inclosing  socket,  movable 
bearing  members,  bearing  balls  between  the 
fixed  and  movable  bearing  sections,  a  socket 
about  the  shaft  and  cotipling  the  sections, 
except  as  to  endwise  movement,  together 
and  threaded  to  engage  the  said  threaded 
portion  of  the  shaft,  said  socket  having  a 
projecting  portion  bearing  against  one  of 
the  aforesaid  movable  bearing  members,  an 
adjusting  ring  connected  to  the  inner  end  of 
the  said  threaded  socket,  means  for  prevent- 
ing independent  rotation  of  the  threaded 
member  of  the  shaft  and  the  said  threaded 
socket,  a  sprocket  wheel  confined  in  place 
by  said  projecting  portion  of  the  socket  and 
having  a  threaded  hub,  and  cranks  carried 
by  the  shaft  sections,  one  of  said  cranks 
having  a  threaded  surface  to  engage  the 
threaded  hub  of  the  sprocket  wheel  to  draw 
the  shaft  sections  together,  substantially  as 
described. 

690,034.  Bell.  Edward  D.  Rockwell,  Bris- 
tol, Conn.,  assignor  to  the  Liberty  Bell  Co., 
Bristol,  Conn.,  a  corporation  of  Connecticut. 
Filed  May  15,  1901.  Serial  No.  60,386.  (No 
model.) 

Claim.— 1.  In  combination  in  a  bell  mech- 
anism, a  rotary  member,  a  ratchet  wheel 
fast  on  said  rotai'y  member,  a  pawl  carrier 
mounted  in  operative  relation  to  the  ratchet 
wheel,  a  free  pawl  supported  on  and  revolv- 
ing with  the  carrier,^  a  gong,  a  striker,  and 
means  for  operating  the  striking  mechanism. 

690,180.  Bicycle.  Frode  H.  Pierson,  New 
Haven.  Conn.  Filed  March  18,  1901.  Serial 
No.  51.708.    (No  model.) 

Claim.— 1.  In  a  bicycle,  the  combination 
with  the  pedal  shaft  of  a  driving  shaft 
geared  thereto,  a  crank  loosely  mounted  on 
the  said  driving  shaft  to  slide  thereon  and 
adapted  to  be  coupled  therewith,  pivotally 
mounted  handle  bars  and  connection  between 
the  handle  bars  and  the  crank,  and  means 
for  throwing  the  crank  into  and  out  of  en- 
gagement with  the  driving  shaft,  substan- 
tially as  described. 

690,192.  Tire  or  Other  Valve.  George  H. 
Sehradcr,  New-York,  N.  Y.  Filed  Feb.  14. 
1898.     Serial  No.  670,180.     (No  model.) 

Claim.— 1.  In  tire  and  other  valves,  a 
valve-shell    having   a   valve-chamber   and   a 


screw-threaded  socket.  In  comblnntlon  with  a 
tubuar  plug  screwing  into  said  socket,  and 
a  seat  member  of  packing  material  out  of 
contact  with  said  plug  and  forced  by  said 
plug  iuto  engagement  with  the  interior  of 
such  shell,  aud  a  member  interposed  between 
said  plug  and  seat  member,  said  plug  and  a 
seat  member  independently  rotative  the  one 
relatively  to  the  other,  and  a  valve  proper 
for  engaging  said  seat  member. 

690,221.  Stand  for  Cycles.  Fredeiik  C.  V. 
Arp  and  Soren  C.  .Jensen,  Copenhagen,  Den- 
mark. Filed  June  20,  1901.  Serial  No.  65,290. 
(No  model.) 

Claim.— A  folding  cycle  stand  or  support 
adapted  to  be  secured  to  the  cycle,  and  con- 
sisting of  two  pivoted  bars  disposed  along- 
side the  front  fork  and  provided  with  a 
longitudinally  movable  shoe  or  slide,  so  ar- 
ranged as  to  engage  with  the  wheel-tire 
when  the  stand  is  lowered,  and  of  two  legs 
pivoted  to  the  ends  of  the  bars,  which  legs 
in  the  raised  position  of  the  stand  are  dis- 
posed alongside  the  outside  of  the  bars,  but 
in  its  lowered  position  project  sidewise  at 
right  angles  to  the  stand  and  the  cycle  so  as 
to  firmly  support  the  latter  in  its  upright  po- 
sition, means  being  provided  for  locking  the 
stand  both  in  its  lowered  and  raised  posi- 
tions. 

690,342.  Bicycle  Canopy.  Joseph  Ander- 
son, Norwich,  England.  Filed  Aug.  26,  1901. 
Serial  No.  73,371.    (No  model.) 

Claim. — 1.  In  a  collapsible  canopy,  a  stick 
having  a  plurality  of  superposed  notches, 
ribs  extending  from  the  notches,  and  a  cov- 
ering for  said  ribs,  of  oblong  form,  the  upper 
ribs  being  two  in  number  and  extending  op- 
positely from  the  upper  notch  and  being 
disposed  lengthwise  of  the  cover  and  hori- 
zontal when  the  covering  is  open,  and  the 
lower  ribs  extending  downwardly  and  out- 
wardly when  the  covering  is  open,  and  a 
runner  on  the  stick  connected  to  said  ribs. 


Tourist  Cars  on  the  Nickel  Plate  Road. 

Semi-weekly  transcontinental  tourist  cars 
between  the  Atlantic  and  the  Pacific  coasts 
are  operated  by  the  Nickel  Plate  and  its  con- 
nections. Tourist  cars  referred  to  afford  the 
same  sleeping  accommodations,  with  same 
class  of  mattress  and  other  bedclothing,  that 
are  provided  iu  the  regular  Pullman  sleep- 
ing car  service.  These  tourist  cars  leave 
Boston  on  Mondays  and  Wednesdays,  and 
leave  San  Francisco  on  Tuesdays  and  Fri- 
days. Berths  in  these  tourist  cars  are  sold 
at  greatly  reduced  rates.  Conveniences  are 
offered  without  extra  cost,  for  heating  food, 
or  preparing  tea  or  coffee,  affording  every 
facility  for  comfort  on  a  long  journey,  espe- 
cially for  families  travelling  with  children. 
Lowest  rates  may  be  obtained  always  via 
the  Nickel  Plate  Road  for  all  points  in  the 
West.  For  special  Information  regarding  all 
trains  on  the  Nickel  Plate  Road,  including 
these  tourist  cars,  consult  your  nearest 
ticket  agent,  or  write  A.  W.  Ecclestone,  D. 
D.  Agt..  .SS.^  Broadway.  New  York  City.  *•• 


riuch  Depends  oe  the  Flux. 

The  formation  of  scale  and  the  efficacy  of 
the  brush  in  removing  it  are  largely  depen- 
dent on  the  flux  used,  for  with  borax  only  a 
very  hard,  tenacious  scale  is  formed.  With 
boracic  or  boric  acid,  however,  the  scale  is 
easily  brushed  away  if  caught  at  the  right 
heat  On  such  work  as  will  stand  it  without 
deterioration,  quenching  at  a  black  heat  will, 
as  a  rule,  i^move  the  bulk  of  the  scale  when 
the  latter  flux  is  used. 


366 


THE  BICYCUNG  WORLD 


CHAMPION  HUBSl  WANTS  AND  FOR  SALE. 


Write  tor  Complete  Description  and  Prices. 


LIGHT  WBIGHT   RACING   MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHDE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 


MORSE  rSS.^r  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  prictlonless 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin     Roller.  Fits    regular 

•prockets. 

Send  for  Catalosfue  and 
Trade  Price  to 

Morse  ChaiD  Co.,  Inimansburg:,  N.  Y. 


15  cents  per  line  of  seven  words,  cash  with  order. 

A    THOMAS  Auto-Bi  for  $2.50   a  week.     Ask 
for  particulars.     Automobile  and    Motor-Bi 
Company,  Room  814,  Colonial  Bldg.,  Boston. 

XA/ ANTED — Everyone  interested  in  motor  bi- 
cycles to  purchase  "Motocycles  and  How  to 
Manage  Them."  Contains  126  pages  bristling 
with  information.  ^i.oo  per  copy.  For  sale  by 
The  Goodman  Co.,  1 54  Nassau  St.,  New  York  City. 


SOLAR  LAMPS 

ALWAYS   SATISFY. 

Badger  Brass  IVIfg.  Co.,  Kenosha   Wis. 


liiTHi:  PHOENIX 


COASTER-BRAKE. 


INDUSTRIALMACH.CO>RACA|SE>^' 


-...H.'i^i|PiCv.w  .      -.VH4te 


^„^,,.v*.^,*sJIMi»*^^v. 


Century  Cycles 

couldn't  be  better. 

MILWAUKEE  CYCLE  CO.,    Milwaukee,  Wis. 


NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  MFQ.  CO., 
Buffalo,  N.  Y. 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical conftructioD  finish  and  materials  used, 
that  it  is  possible  to  produce  Made  in 
one  grade  tnly,  the  highest.  Handsome 
in  appearance;  sitT- pie  in  construction;  eisy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fil- 
ings and  crank  hangers  on  the  niarket. 
lOur  iqo2  prices  are  /{nv.    Write  for  them 

ARMSTRONG  BROS.  TOOL  CO., Chicago. 


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nAND  AND  FOOT  PUMPS,    1 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

I  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFQ.    CO. 

Factories:  Waterbury,  Conn. 
Depots:  aio  Lake  St.,  Chicago. 

4a^  Broome  St.,  New  York 


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IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  bars  andextensions  tor  igoz  and 
you  will  be  agreeably  surprised.  Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


Bicycle  Parts  and  Tubing 

WRITE   US   FOR   PRICES. 

TheStandard  Welding  Go. 

CUEVEI_A.iMD,   OHIO       "^^ 


l\      THE  MAGIC    .    \ 

^|/V  COMPLETE   REPAIRTOOLFORALl' 
M  SINGLE  TUBE   TIRES.  r 


HAS  A  POINT  ONLY  Xe IN. DIAMETER. 
THE  MAQIC  is  as  good  as  ever.    But  prices  are  dif- 
ferent.     Get  our  new  quotations  for    1902   and    you 
will  be  right  in  it.      You  will  find  it  well  worth  the 
trouble. 

THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEEST.,  CHICAGO,  ILL. 


''D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

ABSOLUTELY  THE  BEST     Quad  and 

Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hang'sr  in  the  World. 
Park  Citv  Mf<r  Co  .  «nc..  Chicago 


Sterling  Continuous  Ringing  Chime. 


NON'-WINDINQ. 

SinPLE,     COnPACT, 
DURABLE. 


EVERY  BELL  GUARANTEED. 


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Clear,  Loud,  Penetrating 
Alarm. 


FOR  SALE  BY  THE  WHOLESALE  HARDWARE  AND 
ORTINU  GOOD     DEALER.S. 


(  PATENT  PENDING.) 


IN.     IN.      rllLL     dKAi53     L/U.,     Manutacturert 

EAST  HAMPTON,  CONN. 

SALeSROOMS:    S4-86  Chambers  St.,  NEW  YORK. 
45  Pearl  St..  BOSTON. 


^ 


Volume  XLIV. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  which  b  incorporated  **  The  ^lieel  and  Cycling  Trade  Review  "  and  the  **  American  CycUit.'' 
New  York,  U.  S.  A.,  Thursday,  January  16,  1902. 


No.   16 


POSITION  OF  THE  POOL 


President  of  Retail  Pool  Clears  Some  of  the 

Fog  iSurrounding  the  Kehew-Equit- 

able  Situation  in  Boston. 


L.  C.  Havener,  president  of  the  Equitable 
Distributing  Co.,  Boston,  the  so-called  New 
England  retail  pool,  was  in  New  York  on 
Friday  last  and,  questioned  by  a  Bicycling 
World  man,  he  threw  considerable  light  on 
the  much-befogged  and  much-gossiped  rela- 
tions between  the  Equitable  Co.  and  the 
United  Supply  Co.,  which  it  was  generally 
supposed  to  have  absorbed  entire,  stock,  title, 
goodwill  and  all. 

Asked  pointedly  whether  or  no  this  under- 
standing was  correct,  Mr.  Havener  stated 
that  such  was  the  case. 

"Then  why  is  it  that  Geo.  F.  Kehew  is 
still  using  the  name  United  Supply  Co.  and 
signing  himself  as  its  president?"  he  was 
asked. 

"I  suppose  he  is  working  otf  some  of  the 
old  stock  we  did  not  take  over  at  the  time 
of  the  deal;  there  were  things  we  would  not 
take  at  any  price." 

"But  has  he  the  right  to  use  the  name 
United   Supply  Co?" 

"We  can  put  our  finger  down  on  him  when- 
ever we  choose  to  do  so,"  responded  Have- 
ner. 

"But  did  not  the  Equitable  Co.  include  the 
title  in  its  purchase  of  the  business?" 

"It   did." 

"Mr.  Kehew  states  that  he  has  re-estab- 
lislied  the  United  Supply  Co.  at  a  new  loca- 
tion in  Boston.  Do  you  mean  to  say  that  in 
purchasing  his  business  a  lot  of  hard-headed 
business  men  like  yourself  executed  a  con- 
tract that  will  permit  him  to  set  up  himself 
as  one  of  your  competitors?" 

"I  guess  not,"  replied  Havener,  with  -a 
smile.  "We  did  not  overlook  that  point. 
We  can  put  our  finger  down  on  Kehew  when- 
ever we  please." 

Asked  why  the  finger  had  not  been  brought 
into  play,  Havener  stated  that  as  he  was 
not  directly  located  at  the  Boston  headquar- 
ters he  was  not  aware  that  wrong  impres- 
sions were  so  numerous  or  so  widespread. 
He  had  heard  some  of  them,  but  when  they 


were  discussed  some  of  his  colleagues  ad- 
vised that  no. attention  be  be  paid  to  them, 
and  in  consequence  no  counteracting  effort 
had  been  made.  He  promised,  however,  to 
again  take  up  the  matter,  and,  if  need  be, 
submit  a  copy  of  the  contract  to  bear  out 
his  statements.  During  the  interview  he  let 
fall  two  items  of  some  interest.  First,  that 
the  United  Supply  Co.  did  not  receive  a  lump 
•sum  for  the  business,  but  received  its  money 
as  the  goods  were  sold,  and,  second,  that  he. 
Havener,  would  in  all  likelihood  shortly 
leave  Worcester  and  become  attached  per- 
manently to  the  Boston  office. 


WILL  GO  TO  CHICAGO 


Excelsior  to  Incorporate. 

The  Excelsior  Machine  Co.,  of  Buffalo, 
with  the  affairs  of  which  rumor  has  been 
busy  of  late,  is  to  be  converted  into  a  cor- 
poration, the  present  business  being  merely 
a  copartnership.  The  manufacture  of  steel 
balls  will  be  continued,  of  course,  and  it  is 
possible  that  some  slight  changes  in  the 
personnel  of  the  company  will  ensue. 


Argument  in  Worceater  Case. 

In  the  U.  S.  Circuit  Court,  at  New  Ha- 
ven, Conn.,  last  week,  Judge  Townsend  heard 
argument  in  the  cases  of  certain  attaching 
creditors  against  Mr.  Goodrich,  trustee  for 
t)ie  Worcester  Cycle  Mfg.  Co.,  of  Middletown, 
Conu. 


New  Departures  Reduced. 

Both  of  the  New  Departure  coaster  brakes 
have  come  down  in  price  as  the  result  of  the 
recent  flurry  in  coaster  brake  figures.  The 
new  list,  retail,  of  both  the  Corbin  New  De- 
parture an(J  the  New  Departure  Co.'s  own 
device  is  $4.75. 


Walsh  Leaves  Cycle  Trade. 

E.  S.  Walsh,  treasurer  of  the  Eagle  Bi- 
cycle Mfg.  Co.,  Torrington,  Conn.,  has  re- 
signed that  office,  and  thereby  severed  his 
long  connection  with  the  cycle  trade.  He 
has  taken  on  the  general  New  England 
agency  for  the  Wilmore  computing  scale. 


End  of  Huntington. 

So  far  as  bicycles  are  concerned,  the 
Huntington  (Ind.)  Mfg.  Co.  is  now  but  a 
memory.  The  last  remaining  parts  of  their 
Pioneer  bicycle  have  been  purchased  by  the 
Randall  Wheel  Co.,  Fort  Wayne,  Ind. 


American  Cycle  flfg.  Co.  Makes  Ready  to 

Remove  from  New  York —  Officials 

Shift  About — Dickerson  Retires. 


While  the  tendency  of  the  big  corporations 
is  to  move  from  the  West  to  the  East,  the 
American  Cycle  Mfg.  Co.  have  unexpectedly 
elected  to  reverse  the  prevailing  order  of 
things,  and,  as  a  result,  the  headquarters  of 
that  company  will  be  located  at  Chicago 
after  January  25. 

The  decision  was  reached  at  a  meeting  of 
the  directors  on  Monday  last.  President 
Bromley  and  his  entire  staff  will  have  re- 
moved from  New  York  by  the  25th  inst.  and 
established  themselves  in  the  Crescent  fact- 
ory. The  removal  carries  with  it  the  pur- 
chasing and  sales  department.  One  of  the 
causes  which  dictates  the  move  to  Chicago 
is  the  fact  that  four  of  the  eight  factories 
in  operation  are  located  in  that  city. 

At  the  meeting  at  which  this  decision  was 
reached  the  directors  who  were  named  in 
the  articles  of  incorporation  resigned,  and 
the  following  were  elected  as  their  succes- 
sors: J.  C.  Bromley,  R.  L.  Coleman,  Albert 
A.  Pope,  H.  A.  Lozier  and  George  Pope. 
They  in  turn  elected  J.  C.  Bromley  presi- 
dent, J.  C.  Matlack  vice-president  and  J.  A. 
McGregor  treasurer. 

On  the  following  day,  Tuesday,  there  oc- 
curred a  meeting  of  the  directors  of  the 
parent  organization,  the  American  Bicycle 
Co.,  at  which  J.  C.  Bromley  resigned  his 
position  as  vice-president  and  C.  W.  Dicker- 
son  as  treasurer,  the  latter  stepping  down 
and  out  of  the  corporation.  Col.  George  Pope 
was  elected  to  fill  both  positions. 

It  is  the  intention  of  the  American  Bicycle 
Co.  to  have  the  directors  of  the  parent  com- 
pany in  control  of  the  directory  of  both  the 
American  Cycle  Mfg.  Co.  and  the  Interna- 
tional Motor  Car  Co. 


Miller  Creditors  get  27  1-2  Percent. 

C.  S.  Dikeman,  as  trustee  for  the  Miller 
Mfg.  Co.,  Torrington,  Conn.,  has  settled  with 
the  general  creditors  on  a  basis  of  27%  per 
cent.  The  Miller  Co.,  as  will  be  recalled, 
made  the  Arc  gas  lamp. 


378 


THE  BICYCLING  WORLD 


METZ  LOSES  SUIT 


Defeat  Carries  With  it  Invalidation  of  his 
Pedal  Patent— The  Court's  Ruling. 


Charles  H.  Metz.  of  Waltham,  Mass.,  lias 
lost  his  suit  against  Mary  E.  Johnson,  of 
Kitehburg,  Mass.,  aurt  with  it  his  pedal  pat- 
ent No.  536,071,  which  is  declared  invalid. 
The  defense  was  carried  on  by  the  Bridge- 
port Gun  Implement  Co.  for  Mrs.  .Johnson. 
The  decision  w.^s  handed  down  by  .Judge  Al- 
drich  of  the  United  States  Circuit  Court,  Dis- 
trict of  MassaeEusetts,  on  January  4,  and  is 
as  follows: 

My  conclusion  is  that  the  patent  in  ques- 
tion. No.  536.071,  does  not  involve  patent- 
able invention.  It  is  true  that  the  complain- 
ant's combination,  as  described  in  his  patent 
and  as  supplemented  by  what  means  to  me 
to  be  a  subsequent  discovery  of  means,  pre- 
sents a  useful  and  very  desirable  pedal  for 
bicycles.  With  the  subsequent  discovery  it 
became  an  ingenious  and  taking  combina- 
tion, and  one  which  has  commanded  a  very 
large  sale,  showing  that  it  has  merit. 

Without  enumerating  the  various  elements 
of  the  combination  described  in  the  patent. 
I  will  refer  to  one  feature  of  the  pedal  in 
actual  operation,  without  which  the  pedal 
described  in  the  combination  would  not  be 
practical,  and  that  is  the  feature  of  a  change 
of  the  right  and  left  hand  screw-threads  of 
the  pintles.  Mr.  Metz  described  in  his 
claims  pintles  having  screw-threaded  ends, 
and  his  idea  was  to  attach  the  pintles  to  the 
crank-shafts  by  means  of  the  screw-thread- 
ed ends,  without  employing  any  of  the  old 
independent  devices  for  holding  them  flrmly 
in  place. 

In  the  use  of  bicycles  prior  to  the  Metz 
patent,  both  the  right-hand  and  the  left-hand 
pintles  were  threaded  with  a  right-hand 
screw-thread,  and  difficulty  had  resulted 
from  the  fact  that  the  right-hand  pintle  was 
likely  to  become  loose  in  the  crank.  At  the 
time  of  the  Metz  patent,  his  idea  was  to 
master  that  difficulty  by  putting  a  left-hand 
screw-thread  on  the  right-hand  pintle,  and  a 
right-hand  screw-thread  on  the  left-hand  pin- 
tle; but,  as  a  result  in  practical  operation, 
the  tendency  was  to  unscrew  both  pintles 
in  the  crank-shaft  arms.  So,  in  view  of  this 
unexpected  difficulty  in  actual  operation, 
and  as  a  result  of  observations  and  experi- 
ments, made  by  the  patentee  after  his  pat- 
ent vpas  taken  out,  he  conceived  the  idea  of 
resersing  the  screw-threads  and  doing  wliat 
had  never  been  done  before  in  connection 
with  bicycle  pedals,  or,  so  far  as  shown,  in 
any  other  art,  by  making  a  right-hand  pintle 
with  a  right-hand  thread,  and  a  left-hand 
pintle  with  a  left-hand  thread,  with  threads 
in  the  crank-shaft  arms  to  match.  This  was 
in  the  spring  or  summer  of  185)5.  Under 
these  conditions  it  turned  out,  upon  use  and 
investigation,  that  automatic  tightening  of 
both  pintles  in  the  crank-arms.  Thus  the 
me^ns  of  tightening  resulted  from  the  idea 
of   changing  the   screw-threads,     which    at 


once  made  a  success  of  the  Metz  device,  and 
his  method  of  screw-threading  was  quite 
universally  adopted. 

Now,  if  the  patentee  had  been  possessed 
of  that  idea  at  the  time  of  his  patent,  and 
had  described  it  in  connection  with  the  other 
elements,  or  if  the  combination  which  he  did 
describe  had  possessed  the  inherent  capacity 
or  function  of  accomplishing  that  result,  I 
should  have  no  doubt  as  to  the  validity  of 
the  invention;  but  the  difficulty,  as  it  seems 
to  me,  arises  from  the  fact  that  the  patentee 
did  not  describe  such  means,  nor  had  he  dis- 
covered these  means  at  the  time  of  the  pat- 
ent. The  discoverj-  was  a  valuable  one,  and 
would  seem  to  have  involved  more  than  me- 
chanical skill.  It  resulted  from  subsequent 
investigation  and  invention,  and  it  is  there- 
fore exeremely  doubtful  whether  it  is  within 
that  class  of  cases  where  it  is  held  that  one 
who  has  plainly  described  and  claimed  his 
machine  or  combination  has  a  right  to  every 
use  to  which  his  device  can  be  applied,  and 
to  every  waj'  in  which  it  can  be  utilized  to 
perform -its  functions,  whether  or  not  the 
inventor  was  aware  of  all  these  uses  or  me- 
thods of  use  when  he  claimed  and  secured 
his  patent. 

The  case  of  the  National  Hollow  Brake- 
Beam  Company  vs.  Interchangeable  Brake- 
Beam  Company,  106  Fed.  Rep.  693,  is  per- 
haps the  strongest  case  for  the  patentee.  In 
that  case,  Hien  described  the  means,  but  not 
the  idea.  He  did  not  know  that  resiliency 
in  the  brake-beam  would  result  from  simply 
turning  the  nuts  upon  the  ends  of  the  ten- 
sion-rod, and  he  was  possibly  not  aware  of 
the  utility  of  the  resilience  as  an  element  in 
his  device.  This  he  discovered  after  the 
patent  was  issued,  and  the  patent  was  sus- 
tained on  the  ground  that  the  means  des- 
cribed possessed  the  function  necessary  to 
produce  the  resiliency  which  subsequent  ex- 
periments demonstrated  to  be  useful  and 
necessary. 

The  difficulty  with  the  patent  at  bar  would 
seem  to  be  that  Metz  not  only  did  not  have 
the  idea  but  did  not  describe  the  means;  and 
the  device  which  he  had  in  mind  and  did 
describe  had  to  be  changed,  as  the  result  of 
the  new  discovery,  by  putting  the  system  of 
screw-threads  designed  for  one  side  upon 
the  other  side  of  the  machine,  and  vice  versa. 
If,  as  had  been  said,  Mr.  Metz,  in  connection 
with  his  other  elements,  had  described  the 
means  for  this  automatic  tightening,  I  should 
have  no  doubt  as  to  the  patentability  of  his 
combination;  but  his  means,  as  it  seems  to 
me,  result  from  a  subsequent  discovery  of 
new  means,  and  not  from  a  discovery  that 
the  means  described  would  perform  the  ne- 
cessary function.  In  other  words,  the  func- 
tion of  automatic  tightening  resulted  from  a 
discovery  prior  to  his  patent,  through  a  re- 
arrangement of  the  means  described. 

In  this  view,  I  must  find  and  hold  that  the 
patent  is  invalid,  and  that  the  bill  should  be 
dismissed.     Bill  dismissed. 


CRANK-HANGER  RIGIDITY 


Important    Part  it    Plays    in    a    Bicycle's 
Running  and  Hill  Climbing  Qualities. 


Judgment  in  the  sum  of  $97  has  been  ob- 
tained by  the  American  Bicycle  Co.,  New 
York,  against  Henry  Kling. 


The  thought  often  occurs:  Does  the  aver- 
age rider  appreciate  the  difference  in  run- 
ning qualities  between  two  machines,  one  of 
which  is  built  so  that  its  hanger  moves  out 
of  alignment  at  each  pedal  thrust,  and  one 
that  has  its  construction  so  designed  that 
even  the  long  sustained  thrusts  on  the  pedals 
made  necessary  in  hill  climbing  cannot  make 
the  hanger  moves  it  out  of  alignment  a  hair's 

breadth? 

This  is  an  important  factor  In  the  easy 
running  of  bicycles,  and  if  those  who  have  a 
machine  that  seems  to  drag  over  soft  roads 
or  up  hills  will  look  into  the  matter  they  will 
probably  find  a  solution  in  the  above  sugges- 
tion. To  note  the  proof  of  this,  take  a  ma- 
chine that  shows  easy  deflection  and  one  that 
does  not,  and  then  try  each  one  in  hill  climb- 
ing. The  rigidity  of  the  hanger  can  be  found 
in  the  following  simple  manner.  Grasp  the 
frame  under  the  saddle  with  one  hand,  and 
with  the  other  hand  take  hold  of  the  handle- 
bar at  the  centre;  now  place  one  foot  agamst 
the  crank  axle  and  push,  at  the  same  time 
pulling  with  one  hand  and  pushing  with  the 
other.  Note  the  amount  of  weave  that  the 
hanger  is  susceptible  of  giving. 

In  one  type  of  English  cross  frame  con- 
struction double  tubes  of  small  section  run 
from  a  common  lug  at  the  head  to  lugs  near 
the  ends  of  the  crank  hanger;  in  other  words, 
these  lugs  are  relatively  positioned  like  rear 
fork  lugs.  By  many  this  is  called  the  true 
cross  frame,  and  those  who  have  tried  ma- 
chines built  on  these  lines  are  generally  con- 
vinced that  the  extra  tie  thus  furnished,  the 
hanger,  more  completely  contrive  annihila- 
of  whipping  under  hard  driving.  It  is  that 
which  makes  them  notably  good  hill  climb- 
ers and  road  machines.  When  suitably 
geared  they  would  be  equally  advantageous 
on  the  track,  and  racing  men  would  do  well 
to  give  the  matter  trial.  This  stiffness  only 
perceptibly  shows  when  great  stress  is  put 
on  in  driving,  but  it  is  valuable  at  all  times, 
though  perhaps  not  apparently  so  to  those 
who  go  on  without  giving  heed  to  the  small 
things. 

Qillard  Goes  West  Again 

S.  E.  Gillard,  for  the  past  six  months  man- 
ager of  the  export  department  of  the  Dunlop 
tires  with  the  Hartford  Rubber  Works  Co., 
has  been  made  manager  of  the  Chicago 
branch.  Before  the  Dunlop  was  taken  over 
by  Hartford,  Gillard  occupied  the  same  posi- 
tion.   

nay  Amend  Reasons. 

At  Hartford,  Conn.,  last  week,  in  the  Jan- 
uary session  of  the  Connecticut  Supreme 
Court,  the  defendant's  motion  to  amend  rea- 
sons of  appeal  was  granted  in  the  suit  of  the 
Indiana  Bicycle  Company  against  Constant 
L.  Tattle. 


THE  BICYCLING  WORLD 


379 


BALKS  AT  PRICES 


Worcester  Wants  ilotor  Bicycles,  Tanderas 
and  Cushion  Frames  but  Talks  Price. 


When  L.  C.  Havener,  the  veteran  dealer  of 
AVorcester,  Mass  ,was  in  New  York  last  week 
he  reflected  the  renewed  interest  and  hope- 
fulness that  has  come  over  the  trade.  Every- 
thing, he  says,  indicates  an  unusually  good 
season. 

"The  one  just  past  was  so  bad,"  he  added, 
"that  the  one  ahead  is  almost  sure  to  be  bet- 
tei";  it  cannot  well  be  worse." 

Havener  was  one  of  the  first  to  interest 
himself  in  motocycles,  and  he  is  still  confi- 
dent of  a  big  future  for  the  motor  bicycle. 

"It  is  only  the  price  that  is  holding  it 
back,"  he  said,  in  speaking  of  the  subject. 
"At  $100  or  $125  I  could  have  sold  my  own 
Auto-Bi  a  dozen  times  over.  I've  had  doz- 
ens of  men  tell  me  they  will  purchase  as 
soon  as  the  price  comes  down.  I  have  been 
surprised,  too,  at  the  number  of  inquiries 
for  motor  tandems.  There  should  be  quite 
a  few  of  them  sold  this  year.  Tandems  are 
usually  brutes  on  hills,  and  it  is  not  alone 
weak  riders  who  want  motors  to  help  them. 
I've  had  three  or  four  of  our  local  cracks 
inquire  for  them.  They  have  no  trouble  in 
holding  their  own  on  the  level,  but  it's  the 
hill  that  worries  them.  They  don't  mind 
pushing,  but  they  want  something  that  will 
help  them." 

When  the  conversation  drifted  to  cushion 
frames  it  developed  that  the  Worcester  vet- 
eran was  a  staunch  devotee  and  advocate 
of  the  yielding  frame.  A  remark  of  that 
New  York  veteran,  Elliott  Mason,  to  the 
effect  that  the  man  who  rides  a  cushion 
frame  bicycle  for  a  month  will  never  again 
ride  a  rigid  frame  chanced  to  be  repeated. 

"That's  right,"  remarked  Havener.  "I've 
ridden  one  for  two  years  and  there's  nothing 
like  it.  I  can't  get  any  comfort  out  of  a 
rigid  fram'e  now.  My  wife  puts  it  even 
sti-onger.  She  says  a  rigid  frame  is  equal  to 
torture.  I've  sold  quite  a  few  cushion 
frames,  and  tried  to  sell  a  good  many  more, 
but  the  price  is  the  stumbling  block.  I  don't 
know  whether  I've  lost  the  knack  of  selling 
or  whether  the  Worcester  people  are  stick- 
lers for  low  prices,  but  I  can't  get  them  to 
pay  the  difference  even  when  they  favor  the 
machine.  If  we  could  get  something  like  it 
at  $35  or  $40  I  believe  we  could  sell  lots  of 
them." 

Orient  Lowers  Prices. 

For  1902  the  range  of  Orient  bicycles  has 
been  considerably  increased  in  the  matter 
of  both  models  and  prices.  The  racer  now 
lists  at  $50;  the  Leader  at  $50;  the  light  road- 
ster at  $10;  ladies'  light  roadster,  $40;  chain- 
less  (bevel  gear),  $65;  tandem,  $75,  and  mo- 
tor bicycle,  .•i;2.j0.  Two  lower  priced  bicycles, 
styled  the  Waltham,  are  included  in  the  line 
at  $30;  on  these  models  no  options  whatever 
are  offered. 


Obituary. 

Marcellus  Hartley,  president  of  the  Mar- 
cellus  Hartley  Company,  the  Remington 
Arms  Company,  the  Union  Metallic  Car- 
tridge Company  and  the  Bridgeport  Gun  Im- 
plement Company,  and  a  director  or  trustee 
in  a  dozen  other  coiiDorations,  died  suddenly 
on  Thursday  aftprnoon  last,  while  attending 
a  regular  weekly  meeting  of  the  Executive 
Committee  of  the  American  Surety  Com- 
pany. Ml'.  Hartley  had  been  sitting  at  the 
writing  table,  and  leaned  forward  apparently 
to  pick  up  his  eyeglasses.  As  he  did  not  re- 
cover himself  at  once,  his  associates,  seeing 
that  something  was  wrong,  went  to  his 
assistance.  As  he  was  helped  back  into  his 
chair  he  gave  a  gasp  and  died.  Acute  indi- 
gestion is  believed  to  have  caused  his  death. 

Mr.  Hartley  was  bom  in  1828,  and  in  1854 
started  the  firm  of  Schuyler,  Hartley  & 
Graham,  which,  under  one  name  or  another, 
has  since  been  continuously  in  business. 
While  firearms  and  ammunition  were  its 
chief  stock,  and  the  stock  of  its  offshoots. 
Remington  bicycles  and  pedals  cut  a  consid- 
erable figure.  Mr.  Hartley  had  a  varied  and 
interesting  career,  and  died  a  millionaire  sev- 
eral times  over. 


TO  ENFORCE  PATENT 


Tillinghast  People  Commence    Proceedings 
Against  Kokomo — Injunction  Applied  for. 


Press  dispatches  from  Lebanon,  Penn.,  re- 
cord the  death  there  on  January  11  of  James 
L.  Knoll,  inventor  of  a  spring  frame  bicycle, 
of  which  a  large  invoice  is  said  to  have  been 
ordered  recently  for  the  British  army  in 
South  Africa.  Mr.  Knoll  died  after  two 
weeks'  sickness  of  smallpox.  He  was  eccen- 
ti'ic  in  many  ways.  He  violently  opposed 
vaccination,  and  refused  medical  aid  in  the 
early  stages  of  his  illness. 

Knoll's  eccentricity  was  carried  into  his 
bicycle,  which  was  illustrated  in  the  Bicy- 
cling World.  It  was  a  weird  and  wonderful 
affair,  which  he  advised  be  used  without 
pneumatic  tires.  It  may  well  be  doubted 
that  the  British  army  ever  ordered  one  of 
them,  much  less  the  "large  number"  stated 
by  the  newspaper  reports. 


Ernest  F.  Walton,  who  was  among  those 
killed  in  the  tailend  collision  in  the  New 
York  Central  tunnel  on  Wednesday  of  last 
week,  was  well  known  in  the  cycle  trade, 
having  been  one  of  the  principals  in  the 
Tinkham  Cycle  Co.,  of  this  city.  When  he 
retired  from  the  company  some  three  years 
since  he  became  a  stockbroker,  and  at  the 
time  of  his  death  was  a  member  of  a  Wall 
Street  firm.  He  leaves  a  widow  and  three 
young  children.  Walton  left  a  will  directing 
that  his  remains  be  cremated  and  his  ashes 
thrown -to  the  winds. 


Among  the  New  York  suburbanites  in  the 
wrecked  train  who  had  a  miraculous  escape 
was  Harris  Parker,  the  manager  of  C.  B. 
Barker  &  Co.,  Ltd.  He  was  in  the  second 
car  from  the  end,  and  jumped  into  the  aisle 
at  the  first  sound  of  the  crash.  He  was  one 
of  a  half  dozen  men  who  escaped  without  a 
scratch  and  who  were  free  to  move  about, 
although  buried  in  the  wreckage  for  nearly 
half  an  hour. 


That  the  Single  Tube  Automobile  and  Bi- 
cycle Tire  Co.  has  made  a  move  against  the 
Kokomo  Rubber  Co.  for  its  attitude  toward 
the  Tillinghast  patent  will  cause  no  surprise. 
It  was  a  move  that  was  clearly  foreshad- 
owed; the  only  doubt  was  as  to  the  exact 
form  it  would  assume,  and  this  developed 
last  week;  the  Single  Tube  Co.  applied  for 
an  injunction  restraining  Charles  S.  Knowles, 
the  Kokomo  representative  in  Boston,  from 
selling  the  Kokomo  tire. 

The  action  of  the  Kokomo  people  them- 
selves natm'ally  will  be  awaited  with  Inter- 
est. Some  two  years  ago  they  took  out  a 
Tillinghast  license,  mainly,  they  stated,  be- 
cause it  promised  the  maintenance  of  prices. 
When  the  licensees  fell  apart  and  began  quot- 
ing indiscriminate  figures  the  Kokomo  Com- 
pany did  not  join  in  the  slashing.  When 
Manager  Spraker  was  in  New  York  a  few 
weeks  since  he  stated  that,  having  lived  up 
to  the  prices  set  by  the  Tillinghast  people, 
he  felt  it  was  "up  to"  them  to  make  good. 


Begins  With  a  big  Name. 

As  the  result  of  mail  order  and  other  cut- 
throat competition  that  has  ravaged  the  re- 
tail trade  of  the  West  there  has  come  into 
existence  in  this  city  the  United  States  Com- 
pany, which  purposes  "to  sell  to  the  retailer 
at  prices  that  will  permit  him  to  meet  such 
rivalry."  While  hardware  is  the  chief  line 
occupying  the  promoters'  attention,  cycles 
and  cycle  sundries  are  on  the  list.  The 
United  States  Company  has  been  incorpo- 
rated with  a  capital  of  $50,000  and  these  of- 
ficers: Fred  H.  Cozzens,  president;  Horace  C. 
Hutchins,  vice-president  and  treasurer,  and 
R.  W.  Hall,  secretary.  Offices  have  been 
established  in  the  Park  Row  Building.  Mr. 
Cozzens.  the  president,  was  secretary  of  the 
National  Association  of  Retail  Hardware 
Dealers  in  1900. 

It  is  stated  that  warehouses  will  be  located 
in  New  York  and  Chicago.  The  idea  seems 
to  be  a  modification  of  that  which  gave  rise 
to  the  New  England  I'etail  pool. 


The  Rush  for  Royals. 

Gaston  Plaintiff,  for  many  years  with  the 
Waltham  Mfg.  Co.,  has  been  added  to  the 
staff  of  the  Royal  Motor  Works.  He  leaves 
this  week  with  a  Royal  motor  bicycle  that 
the  dealers  of  Connecticut,  Rhode  Island  and 
Massachusetts  may  "have  a  look"  for  them- 
selves. That  he  has  his  work  cut  out  for 
him  may  be  judged  from  the  fact  that  there 
is  scarcely  a  place  on  his  route  list  in  which 
there  are  not  two  or  more  applicants  for  the 
Royal  agency;  indeed,  in  two  of  the  larger 
cities  there  are  eight  applicants  awaiting 
Plaintiff's  investigation  and  recommenda- 
tion. 


380 


THE  BICYCUNG  WORLD 


«M 


NATIONAL 
BICYCLES 


"Good  Bicycles  Only" 

For  years  we  have  preached  the  truth  that 
there  is  a  safer,  steadier  and  more  prosperous 
business  in  a  bicycle  sold  on  its  merits  than  in 
one  sold  on  its  price.  The  steadily  increasing 
number  of  customers  on  our  books,  satisfies  us  that  our  policy  is  right  and  that  belief  in  it  is  grow- 
among  conservative  but  energetic  dealers.  Our  old  customers  stay  with  us  year  after  year  and  the 
new  ones  stay  likewise.  Try  it  for  1902  and  find  out  Wliy  they  do  so.  The  NATIONAL  to-day  is 
made  of  the  same  grade  of  materials  and  with  the  same  care  as  the  first  ones  we  manufactured. 
Ihis  year's  proposition  is  a  good  one  and  the  NATIONAL  is  in  these  days  of  uncertainties  a  good 
wheel  to  tie  to.  ^ 


"The  good  name  that 
endures  forever  is  count- 
ing for  more  than  it  ever 
counted  before." 

—Bicycling  World,  Dec.  12,  1901, 


>lATIONAb 

ircLE/\FG.  (g\ 


© 


BAY  CITY 


MICH. 


Equal  them  — If  you   can. 

Investigate  the  merits   of   other  tires  —  find  out  what  they  are  made 
of,  how  they  are  made  and  how  much  they  cost.     Then  look  up  the 

FISK  TIRE. 


It  will  stand  investigation.  It  will  stand  comparison.  It  will  stand' 
use.  Why  ?  Because  it  is  made  right — right  materials,  right  methods  of 
construction. 

You  cannot  find  a  better  tire  than  the  Fisk  —  you  can  easily  find 
many  that  are  inferior  to  it.     All  we  ask  is  an  investigation. 


FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 


BOSTON,  SPRINGFIELD, 

604  Atlantic  Ave.  40  Dwight  St. 


NEW  YORK,  PHILADELPHIA, 

83  Chambers  St.  916  Arch  St. 


SYRACUSE. 

43:3  So.  Clinton  St. 


•   :. 


BUFFALO, 


DETROIT, 


CHICAOO, 


28  W.  Qenesee  St. 


252  Jefferson  Ave. 


54  State  St. 


SAN  FRANCISCO, 

114  Second  St. 


mmmmmmfm?mmmwmmmmm:^^ 


I 


THE  BICYCUNG  WORLD 


381 


FOUNDED,^ 
•1877 


In  which  is  Incorporated 


'  .at  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  GOOOMaN  eOMPaNY, 

1330125  Tribune  Building. 

(154  Nassau  Street) 

NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 

Subscription,  Per  Annum  [Postage  Paid]  $2.00 
Single  Copies  [Postage  Paid]  ...  10  Cents 
Foreign  Subscription $3.00 

Invariably  in  Advance. 

Postage  stamps  will  be  accepted  in  payment  for  subscripiions, 
but  Koi  for  advertisements.  Checks.  Drafts  and  Money  Orders 
should  be  made  payable  to  The  Goodman  Company. 


Entered    as   second-class   matter   at   tlie   New  York,  N.  Y., 
Post  Office,  September,  1900. 


General  Agents:  The  American  News  Co.,  New  York  City 
and  its  branches. 

^^^  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

I^p"  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
■^    Address  us  at  P.  0.  Box  649. 

New  York,  January  16,  1902. 

T^he  Bicycling  World  has  added  to  Its  edi- 
torial staff  Mr.  E.  L.  Ferguson,  former  man- 
ager of  the  E.  R.  Thomas  Motor  Co.  and  of 
the  Auto-Bi  Co.  Mr.  Ferguson  is  no  strang- 
er to  journalistic  worlc,  and  brings  to  his 
new  position  a  fund  of  practical  and  rip- 
ened experience  with  motors  and  motor  bi- 
cycles, alilve  in  their  manufacture,  sale, 
operation  and  care.  The  benefit  of  this  ex- 
perience win,  of  course,  accrue  to  the  ad- 
vantage of  the  readers  of  the  Bicycling 
World. 


The  Man  who  Knows  it  all. 

There  is  nothing  more  pitiful  than  "the 
man  who  linows  it  all."  Comparatively  few 
men  will  admit  that  thej^  are  of  this  class, 
but  occasionally  there  comes  to  the  surface 
one  who  consciously  or  vmeonsciously  be- 
trays that  the  idea  is  concealed  somewhere 
about  his  person. 

One  of  these,  a  cycle  dealer  who  stam- 
peded to  the  automobile  trade,  crops  out  in 
the  pages  of  a  more  or  less  esteemed  con- 
temporary whose  mission  on  earth  appears 
to  be  the  publication  of  "trade  puffs."    The 


journal  in  question  also  stampeded  to  the 
automobile  industry,  but  is  trying  artmanly 
to  hide  the  fact  in  the  effort  to  hang  on  to 
the  cycle  trade's  dollars  as  well.  To  keep  its 
courage  up  and  to  justify  its  transparent 
sti'addle,  the  Trade  Puffers'  Own  prints  a 
letter  from  the  linow-it-all  dealer  in  question. 
He  commends  its  policy  of  giving  small 
space  to  bicycles  and  much  of  it  to  auto- 
mobiles, and  says,  in  effect,  that,  having  been 
engaged  for  thirteen  years  in  the  cycle  trade, 
there  is  now  nothing  more  for  him  to  learn 
about  bicycles;  knowing  all  that  there  is  to 
be  known,  he  thinks  it  a  waste  of  time  to 
read  anything  further  on  the  subject. 

The  instance  is,  perhaps,  an  isolated  one, 
but  the  unformed  or  unexpressed  idea  is  too 
generally  lodged  in  all  retail  trades,  and  is 
the  real  cause  of  not  a  little  discomfiture. 
Retailers  live  practically  within  the  confines 
of  their  own  stores.  They  have  no  interest 
in  and  small  thought,  if  any,  of  the  men, 
methods  and  affairs  that  go  to  make  up  the 
industry  of  which  they  are  really  a  part. 
They  have  no  conception  of  the  worth  of 
ideas  or  suggestions  or  of  the  interchange  of 
ideas  and  opinions.  Their  one  aim  is  to 
sell  goods,  and  yet  they  do  not  set  about  it 
intelligently  or  well.  They  know  that  wool 
is  wool,  tliat  hoes  are  hoes,  that  roses  are 
red  and  violets  blue,  that  sugar  is  sweet,  and 
that  each  is  worth  so  much  per  yard,  per 
dozen  or  per  pound,  as  the  case  may  be. 
There  their  knowledge  and  desire  for  knowl- 
edge ends.  They  are  unconscious  know-it- 
alls. 

If  it  were  possible  to  go  deep  dowr  it 
would  probably  be  found  that  the  reason 
why  the  95  per  cent  of  those  engaged  in 
business  fail  is  the  lack  of  common  horse 
sense  which  should  inspire  every  man  to 
keep  himself  posted  about  anything  and 
everything  that  pertains  to  the  business  in 
which  he  is  engaged. 

The  drygoods  man  who  fancies  that  be- 
cause he  knows  that  cloth  is  cloth,  or  the 
bicycle  dealer  who,  like  the  one  we  have 
cited,  fancies  that  there  is  nothing  more  for 
him  to  learn  about  bicycles,  will  never  rise 
above  mediocrity,  if,  indeed,  he  avoids  going 
to  smash. 

The  man  who  believes  himself  or  his  prod- 
uct or  his  profession  is  beyond  perfection  or 
improvement,  or  requires  no  further  light  or 
knowledge,  is  like  the  fiower  that,  having 
bloomed  and  lost  its  beauty  and  fragrance, 
is  about  to  wither. 

"Of  two  agents,  give  me  the  one  who  re- 
ceives and  regularly  reads  the  puMications 
devoted  to  the  industry  in  which  he  is  en- 


gaged," we  once  heard  an  astute  manufac- 
turer remark.  "If  he  reads  two  or  three  of 
them  so  much  the  better.  It  is  one  of  the 
surest  signs  of  the  live  merchant— a  sign 
that  he  is  anxious  to  keep  himself  informed 
and  is  really  interested  in  his  business." 

Who  will  say  that  the  observation  is  not 
as  sound  as  it  is  shrewd? 

There  is  always  hope  for  the  man  who 
does  not  know  it  all.  He  yet  lives  to  learn. 
For  the  other  kind— the  know-it-all— there  is 
none.  His  place  is  in  the  kingdom  above — 
even  though  he  may  fall  short  of  reaching  it. 


About  Light  Roadsters. 

One  of  the  remarkable  things  about  the 
fluctuations  of  weights  is  the  quietness  with 
which  they  take  place  nowadays. 

The  marked  increase  which  began  not 
quite  half  a  dozen  years  ago  was  noticed,  of 
course.  But  for  several  years  thereafter 
weights  were  piled  up  at. a  great  rate,  and 
comparatively  little  attention  was  paid  to 
the  matter.  The  decadence  of  "talkhig 
points"  had  something  to  do  with  this,  but 
not  all. 

When  this  upward  movement  reached  its 
culmination  and  the  tide  began  to  set  in  the 
opposite  direction,  after  remaining  station- 
ary for  awhile,  the  pathetic  feeling  had  be- 
come still  more  pronounced.         1 

There  was  talk  about  lighter  weights  com- 
ing in,  but  it  was  received  with  considerable 
incredulity  and  some  indifference. 

Only  a  couple  of  weeks  ago,  in  comment- 
ing upon  the  disappearance  of  two  distinct 
types  of  machines— light  and  full  roadsters, 
respectively— we  minimized  the  progress  that 
has  been  made  in  the  direction  of  lightness. 

The  ground  was  taken,  and  rightly,  that  it 
was  the  equipment  which  made  the  machine 
come  out  light  or  heavy,  whereas  in  former 
years  the  two  types  were  entirely  dissimilar, 
even  although  the  same  equipment  might  be 
put  on  each.  They  were  intended  for  differ- 
ent roads  or  riders,  or  both.  They  were 
consequently  dissimilar  in  construction 
throughout. 

At  the  present  time  the  tendency  is  just 
the  other  way.  As  stated,  equipment  makes 
the  machine,  except  in  a  few  instances. 

Nevertheless,  there  are  being  put  out  many 
machines  of  rational  weight,  machines 
which,  judged  by  any  standard,  reflect  credit 
on  their  makers. 

On  them  the  weight  has  been  pared  down 
materially,  yet  judiciously.  Ounce  by  ounce 
it  has  been  taken  out,  no  single  part  being 
too  severely  attacked  and  no  weakening  of 


382 


THE  BICYCUNG  WORLD 


the  structure  of  the  entire  machine  taking 
place. 

Such  machines  come  within  measurable 
distance  of  the  20  pound  mark.  Yet  they  re- 
semble in  no  essential  particular  the  "feather- 
weights" which,  in  the  early  and  middle 
nineties,  brought  such  discredit  on  the  name. 
On  the  contrary,  they  are  stanch  and  capable 
of  withstanding  the  severest  usage.  It 
scarcely  needs  to  be  added  that  they  are 
usually  the  highest  priced  models  on  their 
makers'  lists. 

But  the  knowledge  that  there  are  such 
machines  has  not  become  a  matter  of  wide 
public  knowledge. 

If  the  ordinarily  well  posted  rider  were 
asked  if  wheels  were  much  lighter  than  three 
or  four  years  ago  the  chances  are  that  he 
would  reply  in  the  negative. 

Even  some  of  the  people  in  the  trade  would 
fall  into  the  same  error. 

Yet  it  is  a  fact  that  the  careful  buyer  can 
obtain  lighter  machines,  and  this  without 
sacrificing  any  of  the  qualities  so  desirable 
in  a  cycle  intended  for  hard  and  extended 
use. 


The  L.  A.  W.  and  the  Ostrich. 

The  Bicycling  World  has  succeeded  in 
arousing  L.  A.  W.  officialdom  as  it  has  not 
been  aroused  in  many  years.  It  has  stirred 
the  president  of  the  organization  to  a  high 
pitch  of  blackguardry,  which  in  his  wisdom 
he  -imagines  is  argument,  and  has  provoked 
the  so-called  official  organ  into  devoting  dis- 
cussion to  the  position  and  future  of  the 
organization  which  it  is  supposed  to  serve. 

The  president  and  the  organ  sing  the  same 
song:  "The  League  lives  only  for  good 
roads."  Our  suggestion  that  it  was  suffering 
from  "an  overdose  of  good  roads"  for  the 
moment  threw  the  duet  out  of  tune.  The 
fact  does  not,  however,  alter  our  opinion. 

If  the  officials  of  the  L.  A.  W.  see  fit  to 
blind  themselves  to  the  fact  that  the  or- 
ganization is  lacking  in  what  may  be  termed 
Imman  interest,  the  fault  rests  with  them. 
We  were  with  the  League  and  for  the 
League  and  working  for  good  roads  before 
the  present  president  of  the  organization  had 
come  out  of  the  Michigan  woods  and  when 
the  present  publishers  of  the  official  organ 
were  deep  in  the  mysteries  of  journalism  de- 
voted to  "Sam  T.  Jack's  Creole  Beauties," 
"May  Howard  Burlesquers"  and  others  of 
that  ilk. 

But  we  do  not  decry  good  roads  or  their 
efforts  to  obtain  them.  We  do  not  say  that 
the  HMopaign  to  that  end  should  cease  or 
suffer    diminution    of    attention.     There    is 


neither  wheelman  nor  wheelwomau  who 
should  not  lend  their  interest  and  support 
to  the  movement.  The  irrefutable  fact  re- 
mains that  they  have  not  done  so  and  will 
not  do  so. 

The  good  roads  campaign  is  one  that  has 
been  and  must  be  carried  on  by  the  enthusi- 
astic few  for  the  benefit  of  the  selfish  and 
disinterested  many.  The  assertion  is  borne 
out  by  existing  conditions  and  is  incontro- 
vertible. League  officials  may,  ostrichlike, 
hide  their  heads  in  the  sand  and  refuse  to 
see  or  admit  the  fact;  but  the  ostrich  per- 
formance will  not  help  matters  nor  aid  the 
organization.  Despite  its  importance,  the 
subject  of  "good  roads"  is  a  dry  subject.  It 
aroiises  no  enthusiasm  and  small  interest  in 
everyday  mankind;  it  is  notorious  that 
"good  roads  day,"  which   was  designed  to 

Nashville,  Tenn.,  Jan.  8,  1902. 
The  Bicycling  World,  New  York,  N.  Y. 

Gentlemen:— Mr.  J.  F.  Roy,  of  Alexandria, 
Tenn.,  was  in  our  store  a  few  days  ago  and 
inquired  of  us  which  was  the  best  bicycle 
paper,  as  he  wanted  to  subscribe.  Our 
answer  was  that  we  knew  of  but  one,  and 
that  one  the  Bicycling  World.  He  handed 
us  $1  for  six  months'  subscription,  which  we 
in  turn  send  to  you  and  request  that  you 
forward  paper  to  Mr.  Roy's  address. 

We  would  say  further  that  we  are  in  entire 
sympathy  with  the  Bicycling  World,  espe- 
cially in  regard  to  the  bicycle  dealer  stick- 
ing to  the  bicycle;  we  are  not  among  the 
number  who  desire  ten  pages  of  motor  news 
to  one  of  bicycle  news.  Wishing  you  long 
life  and  prosperity,  I  am  very  truly, 

DUNCAN  R.  DORRIS. 
(A  bicycle  dealer  who  is  not  kicking.) 

form  a  part  of  the  L.  A.  W.  National  Assem- 
bly, was  ever  slimly  attended  even  by  L.  A. 
W.  officials. 

If  the  L.  A.  W.  is  not  to  become  the  merest 
skeleton,  if  the  aim  is  that  it  shall  expand 
and  not  continue  to  contract,  if  the  desire 
exists  to  increase  the  membership,  it  must 
be  made  attractive  to  the  average  man.  The 
motor  bicycle  will  reopen  its  field  of  general 
usefulness,  but  with  or  without  motor  bi- 
cycles there  is  much  that  may  be  done.  We 
have  already  offered  several  suggestions  of 
the  sort.  It  is  unnecessary  to  repeat  them. 
The  League  officials  can  take  them  or  leave 
them  at  their  pleasure.  One  thing  only  is 
certain.  Unless  officers  and  committees  are 
secured  who  will  really  work,  and  who  will 
not  try  to  sustain  the  organization  on  a 
steady  diet  of  "good  roads,"  it  must  inevi- 
tably become  merely  a  reposeful  and  respect- 
able "has  been,"  composed  only  of  the  faith- 
ful few. 


A  correspondent  in  England  sends  us  a 
page  advertisement  from  one  of  the  cycle 
papei'S  over  there  and  which  shows  what 
purports  to  be  a  view  in  a  bicycle  factory.  In 
this  there  is  a  row  of  screw  machines  which 
are  the  most  wonderful  things  we  have  ever 
been  permitted  to  gaze  upon.  They  seem  to 
be  constructed  partly  of  boiler  plate  riveted 
together,  with  seams  of  approved  style;  but 
the  funniest  thing  about  them  is  that  the 
workmen  stand  behind  them  and  work  the 
back  tool  slide  from  the  rear,  the  usual 
levers,  or  such  of  them  as  are  put  in  at  the 
front  of  the  machines,  appearing  to  have 
nobody  to  work  them.  One  who  had  not 
been  in  England  might  wonder  if  such  ma- 
chines are  really  used  there,  and  if  it  is  cus- 
tomary for  the  workman  to  go  around  to  the 
front  to  perform  the  other  necessary  func- 
tions in  the  making  of  a  piece.— American 
Machinist. 

Fudge!  Why,  sir,  it  is  these  very  machines 
that  turn  out  the  very  best  bicycles  that  the 
world  has  ever  known  or  will  ever  know — 
bicycles,  sir,  which  put  to  blush  the  Ameri- 
can product,  and  the  French  and  the  Ger- 
man and  the  Austrian  and  the  Hindoostan 
product,  and  every  other  old  product  of 
every  other  old  place.  Why,  sir,  the  Eng- 
lish cycling  papers  have  so  stated  time  and 
again;  and  surely  the  English  cycling  papers 
ought  to  know! 


In  former  years,  when  a  man  rode  100 
centuries  during  a  year  or  rolled  up  20,000 
miles,  the  makers  of  the  bicycle  and  of  the 
tires  he  used  vv'ould  shout  the  facts  from  the 
housetops  and  make  substantial  capital  of 
such  performances.  As  a  result  the  ques- 
tion, "What  wheel  (or  tires)  did  he  ride?" 
became  paramount  and  did  much  to  foster 
and  spread  cycling  interest.  Some  pretty 
tall  accomplishments  in  the  way  of  mileage 
during  the  last  twelvemonth  are  chronicled 
in  another  column.  They  suggest  that  a 
semblance  of  the  old-time  shouting  might 
awaken  not  a  few  responsive  echoes  and 
persons. 


The  term  high  grade  is  not  used  so  much 
as  it  was  in  times  past,  as  the  mail  order  and 
auction  house  dealers  took  the  edge  off. 
Every  catalogue,  show  window  and  adver- 
tisement invariably  contained  the  expression 
high  grade,  until  it  became  meaningless  and 
a  thing  to  abandon.  The  makers  of  really 
good  bicycles  can  afford  to  drop  this  superla- 
tive, and  sell  their  machines  by  their  names, 
which  can  be  made  sufficient  to  impress  pur- 
chasers. 


THE  BICYCLING  WORLD 


367 


POINTS  ON  POINTS 


Troubles  That  Arise  in  riotocycle  5parl<ing 
anb  Some  Suggested  Remedies. 


Among  other  things  connected  with  the 
motocycle  is  a  part  much  misunderstood  in 
its  ability  to  give  trouble— misunderstood  not 
only  by  users,  but  by  makers.  This  part  is 
the  contact  of  the  platinum  points.  The 
make  and  break  is  mechanical  on  all  moto- 
cycles.  Examine  any  construction  and  you 
will  find  a  piece  of  platinum,  or  some  substi- 
tute, in  the  end  of  the  screw,  and  another 
piece  in  the  ti-embler  or  blade.  These  two 
pieces  are  supposed  to  be  as  nearly  non- 
oxidizing  as  possible  under  electrical  con- 
tacts, and  while  platinum  is  an  excellent 
metal  for  the  purpose  it  is  not  used  to  the 
extent  that  is  supposed  owing  to  its  exces- 
sive cost.  For  best  results,  however,  plati- 
num should  be  used  so  far  as  present  experi- 


brass;  il  is  olivious  that  for  biazed-in  tips 
they  will  have  to  be  made  of  steel.  This  will 
mean,  among  other  things,  that  they  can  be 
made  smaller,  and  neater  designing  can  be 
carried  out  in  the  makeup  of  the  spark  con- 
troller. 

While  on  this  subject  of  contact  points  it 
will  be  well  to  call  attention  to  two  impor- 
tant items,  the  second  of  which  is  little  un- 
derstood. First — Always  have  clean  contact- 
ing surfaces.  This  is  fairly  well  understood, 
but  not  always  looked  to.  The  second  and 
little  known,  although  very  important,  is  the 
duration  of  contact. 

Even  those  who  should  know  better  are 
frequently  guilty  of  keeping  the  screw  in  the 
same  position  at  all  times  in  the  life  of  the 
battery.  To  be  more  explicit.  At  some  time 
in  the  use  of  the  machine,  and  from  many 
possible  causes,  some  one  will  adjust  the 
screw  so  that  the  blade  is  held  in  contact 
for  a  cei'tain  fixed  time.  As  an  example,  one 
user  may  be  told  by  another  user  that  if  the 
explosions  or  sparks  are  not  good  and  regu- 


SUBSTITUTE  FOR  NICKEL 


Galvanizing  Suggested  as  a  Finish  Worthy 
of  Serious  Consideration. 


Since  the  painted  finish  for  bicj^cles  went 
out  of  fashion,  nearly  a  score  of  years  ago, 
enamel  and  nickel,  which  took  its  place, 
have  reigned  supreme. 

Neither  is  perfect— in  fact,  both  are  very 
far  from  being  satisfactory.  Nickel  will  rust, 
enamel  will  crack,  and,  sometimes,  even 
rust.  Both  suffer  in  appearance  from  use  no 
less  than  misuse.  But  it  would  not  be  easy 
to  surpass  them  in  this  respect  when  new, 
and  the  pleasing  contrast  between  the  glossy 
enamel  and  the  glittering  nickel  does  much 
to  strengthen  their  hold  on  the  riding  public. 

Occasionally  efforts  have  been  made  to 
substitute  other  styles  of  finish  for  these. 
Nickel  has  been  the  chief  sufferer,  enamel 
having  encroached  on  it  a  number  of  times. 
Spokes  finished  in  nickel  have  been  more 


WHO  SAID  THE  LIMIT  OF  CYCLINQ  INVENTION  HAD  BEEN  REACHED  ? 


FLIGHTS  OF  A  CYCLING  ARTIST'S  FANCY. 


ences  go,  and  miist  be  used  if  the  following 
suggestions  are  to  be  carried  out. 

In  the  mechanical  construction  above  re- 
ferred to  the  two  pieces  of  platinum  are  sub- 
jected to  constant  sharp  and  sudden  shocks 
which  frequently  causes  either  one  or  both 
pieces  to  become  somewhat  loosened.  This 
causes  an  electrical  leakage  or  an  arcing  of 
the  current  each  time  the  contact  is  made, 
and  this  arcing  brings  about  the  oxidization 
which  shows  to  the  eye  as  a  black  deposit 
and  discoloration  between  the  screw  and  flat 
spring.  This,  in  turn,  either  gives  a  long, 
thin  spark  that  is  unable  to  overcome  the 
resistance  of  compression,  or  else  prevents 
any  spark  whatever  taking  place,  thus 
bringing  the  motor  to  a  stop.  The  intermit- 
tent explosions  that  sometimes  seem  unex- 
plainable  are  frequently  another  result  of  the 
above  conditions. 

To  remedy  this  state  of  affairs  braze  both 
pieces  of  platinum  in  their  respective  places 
and  note  the  surprising  results  that  will  fol- 
low. It  will  be  found  that  whatever  else  you 
may  afterward  discover,  there  has  been  at 
least  one  thing  done  to  prevent  loss  of  power, 
missfiring  and  motor-stopping  altogether. 

In  connection  with  the  above  it  is  here 
pointed  out  that  the  screws  now  used  will 
have  to  be  changed  in  the  metal  employed. 
At  present  all  contact  screws  are  made  of 


lar  it  is  because  the  contact  is  not  strong 
enough,  and  the  thing  to  do  is  to  turn  the 
screw  further  into  its  binder  block,  so  that 
the  blade  will  be  pressed  against  it  much 
more  firmly. 

At  first  blush  it  may  seem  that  the  mere 
act  of  a  harder  blow,  a  more  violent  coming 
together  or,  as  here  stated,  a  firmer  contact, 
would  make  a  difference.  As  a  matter  of 
fact,  if  the  meeting  surfaces  are  clean  there 
can  be  had  only  a  contact  and  that  literally 
without  comparative  terms.  It  is  true  that 
the  terms  loose  contact  and  firm  contact  are 
frequently  used,  but  they  can  only  be  said 
to  have  any  vogue  because  of  convenience  or 
for  lack  of  better  wording.  Strictly  speaking, 
there  are  but  two  conditions,  contact  and  no 
contact. 

When  the  advice  is  given  to  position  the 
screw  further  in  its  binding  block  the  thing 
that  really  takes  place  is  to  bring  the  two 
points  into  longer  contact,  a  necessity 
brought  about  by  the  weakening  of  the  bat- 
tery. As  the  battery  goes  down  motocyclists 
will  often  find  that  they  can  get  many  more 
miles  of  service  if  they  will  give  duration  of 
contact  attention  from  time  to  time.  But  if 
this  is  done  the  mistake  above  noted— that  of 
keeping  the  screw  in  the  same  position  for- 
ever afterward— should  be  most  carefully 
avoided.  When  a  new  set  of  cells  are  put 
to  use  turn  the  screw  back  and  get  the  short- 
est possible  contact;  but  be  sure  and  not 
overdo  it  and  loose  the  circuit.  Remember, 
if  the  most  power  is  wanted,  so  far  as  the 
spark  effects  it,  and  the  spark  effects  most 
notably,  that  a  snappy  make  and  break  is 
the  thing  to  try  for. 


complained  of  than  anything  else,  and  at 
different  times  enamelled  or  half  enamelled 
spokes  have  ruled.  Hubs,  bolts,  nuts,  etc., 
have  also  been  talked  of  as  parts  that  could 
be  enamelled  to  advantage.  But  there  has 
always  been  a  reaction,  the  result  being  that 
the  old  nickelled  finish  has  been  returned  to 
sooner  or  later. 

It  has  been  suggested  that  use  might  be 
made  of  some  such  process  as  that  popularly 
known  as  galvanizing,  by  which  iron  is 
coated  with  a  film  of  metallic  zinc. 

Buildings  constructed  of  metal  thus  coated 
with  zinc  show  wonderful  power  in  resisting 
weather  and  its  concomitant  rust,  and  a 
bicycle  prepared  in  this  way  would  be  a  god- 
send to  the  busy  man,  while  it  would  not 
look  more  vmsightly  than  some  of  the  ma- 
chines which  have  been  left  to  take  care  of 
themselves. 


Size  of  Belts  and  Pulleys. 

Will  you  please  inform  me  what  size  belt 
is  used  on  a  motor  bicycle,  also  smallest 
pulley?  LUCIUS  TROMBLY. 

[There  is  no  fixed  size  of  belts  as  yet  in 
use,  each  maker  using  a  size  as  thought 
best  from  his  experiences.  The  belts  in 
present  use  vary  in  width  from  %  inch  to  1% 
inches.  The  smallest  pulleys  are  those  used 
on  the  engine,  and  these  range  in  diameter 
from  2%,  to  6  inches.] 


has  been  HELD  TO  BE  VALID  by  the  United 
States  Court  of  Last  Resort* 


388  THE  BICYCLING  WORLD  | 

*  The  Tillinghast  Patent  1 1 

A  No.  497,971 

if  The  Kokomo  Rubber  Co.  ^ 

is  Infringing 

S~  this  patent  by  manufacturing  single  tube 

tires  without  a  license* 

^  MANUFACTURERS, 

X  DEALERS    AND    JOBBERS   ARE  X 

A  WARNED  NOT  TO  BUY  OR  A 

O  SELL  SUCH  TIRES.  X 

^^         A  suit  has  been  begun  against  the  regular  agent  of  the         ^^ 
Kokomo    Company  in   Boston*      The    Kokomo 


Company  has   not  yet  appeared  to   defend 
the  suit*     Other  suits  will  follow* 


Single  Tube  Automobile  and   Bicycle  Tire  Co. 


% 


THE  BICYCUNG  WORLD 


389 


FRAME  DESIGNS 


American  vs.  British    Policies — "  Frealc  " 
That  Made  Real  Featherweights  Possible. 


In  this  country  the  trade  has  seemingly 
settled  down  to  a  fixed  idea  that  nothing  can 
disturb  the  present  diamond  frame,  and  that 
the  only  things  to  look  to  from  year  to  year 
are  detail  changes,  that  mean  changes  only 
and  nothing  else. 

Abroad,  that  Is,  in  England,  this  belief 
does  not  exist  so  markedly.  Riders,  dealers 
and  makers  are  none  of  them  satisfied  to  run 
along  in  the  channels  that  have  of  late  years 
become  so  poular  here,  and  a  result  is  that  a 
constant  tonic  permeates  the  trade  and  sport 
that  keeps  matters  on  a  much  keener  edge 
than  is  apparent  in  this  country. 

It  is  true  that  English  publications  now 
and  then  present  to  their  readers  undeniable 
freaks,  and  no  doubt,  with  all  their  well 
known  insular  pride,  they  would  be  willing 
to  adniit  the  soft  impeachment.  On  the  other 
hand,  the  other  equally  well  known  English 
trait  of  grumbling  keeps  things  stirred  up  to 
the  degree  that  is  here  noted.  And  it  might 
be  better  if  we  would  take  to  heart  some  of 
the  English  ways. 

Who  is  there  that  does  not  remember  the 
days  when  there  was  not  the  present  fixity 
and  when  makers  were  going  forth  in  battle 
array  to  prove  that  some  one  or  more  feature 
was  the  best  thing  on  earth?  As  was  nat- 
ural, all  leaders  found  a  large  following  if 
they  were  true  leaders,  and  mighty  cohorts 
rallied  to  the  various  banners  and  took  up 
the  battle  cries.  Strenuous  were  the  argu- 
ments and  keen  the  disputants  over  such 
points  as  weights,  treads,  wheel  base,  length 
of  head,  rake  of  fork,  and  relative  positions 
of  saddle  and  crankhanger.  But  all  this  is 
past,  and  we  have  settled  down  to  the  self- 
sufficient  contentment  that  marks  the  so- 
called  older  civilization.  That  is  one  of  the 
things  that  ails  us. 

Gibbon  took  several  volumes  in  his  monu- 
mental work  on  the  "Decline  and  Fall  of  the 
Roman  Empire"  to  show  the  causes  and  ef- 
fects, and  from  this  proved  that  as  soon  as 
the  old  mistress  of  the  world  settled  down  to 
self-sufficiency  and  contentment  with  things 
as  they  were,  she  was  inevitably  doomed. 
Her  warriors  became  carpet  knights,  and  in 
time  tributaries  became  masters.  The  sav- 
ages of  the  North,  knowing  nothing  of  final- 
ity in  design  or  perfection  of  parts,  breath- 
ing unrest  and  discontent  with  things  merely 
because  they  were,  in  turn  became  masters, 
and  have  given  the  world  the  ever-since  mas- 
ters. The  Chinese  wall  has  bound  in  beauty 
of  finish  and  odd  design,  taut  who  can  say 
that  with  the  groundwork  thus  supplied  that 
the  breaking  down  of  this  wall  will  not  give 
to  the  world  something  immeasurably  better. 

The  bicycle  of  to-day  in  this  country  is  af- 
flicted with  overcivillzation,  that  robs  it  of 
warriors  and  assailants.  Everybody  is  go- 
ing along  on  a  peace-at-any-price  policy, with 


the  result  that  nobody  thinks  of  buying  ex- 
cept on  occasions  of  actual  needs.  On  the 
other  hand,  our  British  cousin  believes,  or  is 
led  to  believe,  that  there  is  yet  something 
better  for  him,  and  this  keeps  up  both  inter- 
est and  demand. 

Something  like  five  or  six  years  ago  there 
appeared  at  one  of  the  English  shows  a  freak 
in  frame  construction.  It  was  scoffed  at,  but 
its  inventor,  a  Mr.  Petersen,  had  faith  in  his 
works  and  went  ahead  in  the  making  and 
marketing  of  his  idea  under  the  name  of  the 
cantilever  cycle.  Shortly  after  this  a  sample 
of  this  machine  was  brought  to  this  country, 
and  in  time  a  few  were  made  and  sold  in 
Chicago.  The  machine  was  made  with  soft 
soldered  joints  throughout,  and  weighed  from 
14  to  16  pounds.  The  first  machine  of  this 
type  built  in  this  country  was  put  up  by  a 
member  of  the  Bicycling  World  staff,  and 
has  been  in  use  from  that  time  on,  carrying 
riders  weighing  from  150  to  190  pounds  over 
all  kinds  of  roads,  and  has  yet  to  have  its 
first  repair  made.  This  machine  weighs  ex- 
actly 14  pounds  and  14  ounces. 

The  lines  of  the  frame  of  this  machine 
were  altogether  too  radical  for  even  English 
acceptance,  and  but  very  few  sales  were 
made  during  the  first  year,  although  the 
price  might  have  had  some  ruling  in  the  mat- 
at  the  construction,  it  has  had  an  influence 
succeeding  year  saw  an  increase  in  its  sales, 
and  to-day  the  cantilever  has  a  fairly  good 
sale  at  a  small  advance  over  prevailing  En- 
glish prices.  While  British  makers  scoffed 
for  all  that,  as  traced  through  the  crossframe 
construction,  the  desire  for  Avhich  is  increas- 
ing in  England. 

Other  than  the  fact  that  duplex  tubes  were 
rsed  nil  through  the  construction,  the  differ- 
r>nce  between  the  cantilever  and  the  diamond 
in  frame  lines  was  as  follows:  No  top  tub- 
ing was  used:  there  were  the  usual  lines  from 
the  lower  head  to  the  crankhange.r,  from  the 
hanger  back  to  the  rear  axle,  and  from-  the 
hanger  up  to  the  saddle  position.  The  extra 
lines  ran  from  the  upper  head  to  the  hanger, 
meeting  the  hanger  at  a  point  between  the 
lower  diagonal  and  the  seat  diagonal,  and 
from  the  upper  head  to  the  rear  axle. 

In  the  crossfranips  now  becoming  popular 
in  England  the  top  tube  is  dropped  in  its  line 
so  that  it  runs  from  the  seatpost  cluster  to  a 
'ng-  at  the  lower  head,  in  union  with  the  tube 
reaching  from  the  hanger  to  this  point.  The 
.idded  line  is  one  that  starts  at  the  upper 
head  and  runs  to  different  points  with  differ- 
ent makers.  In  some  cases  it  runs  to  a  point 
on  the  seat  tube  at  a  point  parallel  with  the 
lower  head.  In  other  instances  it  is  a  contin- 
uation of  this  and  stops  at  the  rear  axle, 
while  in  another  well  known  type  it  runs 
from  the  top  head  to  the  crank  hanger.  These 
latter  two  are  the  best  from  the  standpoint 
of  construction,  particularly  if  they  are  of 
the  dunlex  order  from  end  to  end:  that  is. 
two  tubes  starting  close  tosether  at  the  head 
nnd  gradually  separating  as  they  run  to  the 
lioint  of  .iunction  at  their  other  ends. 

Tn  conclusion  and  while  on  this  subject,  it 
should  be  stated  that  the  world's  unnaced 
24-hour  record  of  397  miles  was  made  on 
September  30  on  a  cantilever  bicycle. 


SPIRITS  REVIVING 


How    the   Trade    is    Regaining   Tone    and 
Strength— ninneapolls  as  an  Example. 


Slowly  but  surely  the  leaven  is  working, 
and  the  trade  is  realizing  that  no  inconsider- 
able share  of  the  responsibility  for  the  les- 
sened interest  in  cycling  as  a  pastime  is  due 
to  its  indifference. 

The  Minneapolis  Cycle  Trade  Association, 
for  example,  will  during  the  coming  season 
make  amends  for  its  laches  In  this  respect. 
Under  the  leadership  of  its  president,  H.  S. 
Haynes,  who  has  almost  a  national  reputa- 
tion for  enterprises  and  intelligence,  it  will 
turn  over  a  new  leaf.  Its  members  have 
come  to  realize  that  there  is  not  the  active 
interest  in  wheeling  at  present  that  there 
was  a  few  seasons  back,  and  something 
should  be  done  to  bring  about  a  spirit  of  re- 
vival. 

While  Minneapolis  is  still  one  of  the  first 
cycling  cities  of  the  country,  with  a  wheeling 
population  of  35,000,  there  was  a  decided 
falling  off  last  season  in  the  use  of  the  coun- 
try paths. 

The  great  majority  of  the  riders  used  their 
wheels  solely  for  convenience.  The  dealers 
realize  it  now  is  a  business  proposition  to 
keep  the  interest  alive  for  the  use  of  the 
country  paths. 

At  the  meeting  during  the  winter  and  early 
spring  this  condition  will  be  discussed,  and 
an  attempt  made  to  bring  about  a  revival. 

Some  of  the  dealers  are  inclined  to  believe 
that  tlie  falling  off  in  wheeling  last  year  was 
not  due  to  a  lack  in  interest.  President 
Haynes  is  quoted  as  saying: 

"I  believe  the  riders  will  be  seen  in  greater 
numbers  on  the  country  paths  the  coming 
season  tlian  last.  The  weather  was  against 
us  last  summer.  When  the  spring  opened 
nicely  in  April  there  was  great  interest.  But 
then  followed  a  setback,  with  snow  and  rain, 
and  the  riding  season  was  delayed.  Then 
came  the  intense  heat,  and  the  riders  were 
disgusted  and  rode  very  little. 

"I  feel  satisfied  that  if  conditions  had  been 
right  there  Avould  have  been  more  riding  last 
year  than  at  any  time  before.  I  believe  the 
dealers  should  do  something  to  encourage 
the  pastime,  however,  and,  with  fair  weather 
conditions,  1  look  to  a  great  deal  of  riding." 


Holds  Bicycles  are  Necessities. 

The  Falmouth  County  (England)  Court 
has  held  that  a  bicycle  is  a  necessity  to 
young  men,  and  must  be  paid  for  by  their 
parents  and  guardians  as  sucli.  The  case 
was  one  in  which  defendant  souglit  to  escape 
liability  on  the  plea  that  he  was  an  infant. 
"I  think  a  bicycle  is  a  valuable  thing  and 
help  for  young  men,"  said  the  judge.  "It 
has  become  necessary  for  every  young  man, 
in  order  to  keep  him  in  good  health."  It  is 
good  to  have  testimony  of  this  character 
from  the  judicial  chair,  although  parents 
and  guardians  may  spy  a  thorn  in  the  pil- 
low. 


390 


THE  BICYCUNG  WORLD 


RACING 


Nine  of  the  ten  teams  entered  for  the  six- 
(hiys-eight-hours-a-day  race  at  the  Second 
liogimont  Armory  track,  Philadelphia,  start- 
ed at  the  crack  of  the  pistol,  January  13,  at 
-Al  p.  m.  About  1,000  persons  were  fringed 
around  the  twelve  lap  track,  shaped  like  a 
liuge  bowl,  the  ends  being  banked  to  70 
degrees.  When  the  first  day  closed  seven 
teams  wore  still  on  the  track,  four  teams 
being  tied  for  first  place. 

All  afternoon  the  men  rode  at  the  rate  of 
twenty  miles  an  hour;  there  was  frequent 
sprinting,  but  the  field  kept  well  bunched 
until  4  o'clock,  when  Gougoltz  made  a  terrific 
spurt,  followed  by  Maya,  Rutz,  Munroe  and 
Pulton;  these  five  in  a  few  minutes  gained 
a  lap  on  the  other  four  riders. 

Accidents  were  few.  Turville,  soon  after 
the  race  started,  broke  his  chain,  but,  in  ac- 
cordance with  the  rules,  the  laps  lost  were 
allowed  him.  The  nine  teams  which  started 
in  the  race  were  paired  off  as  follows:  Gou- 
goltz and  Wilson,  Munroe  and  McBachren, 
Leander  and  Rutz,  Freeman  and  Maya,  Had- 
field  and  King,  Fisher  and  Chevalier,  Muller 
and  Barclaj',  Fulton  and  Sullivan  and  Law- 
son  and  Turville. 

At  8:30  o'clock  Turville  withdrew  from  the 
race,  his  partner,  Lawson,  being  threatened 
with  pneumonia.  At  the  same  time  Sullivan 
and  Fulton  withdrew  owing  to  lack  of  con- 
dition. During  t}ie  evening  Munroe  and 
Hadfield  had  falls,  due  to  collisions,  but  both 
were  allowed  their  lost  laps. 

As  a  result  of  sharp  and  frequent  sprint- 
ing the  ridei-s  cannot  get  to  their  quarters 
for  a  rub;  cots  have  been  brought  to  the 
track  side,  where  the  men  recline  during 
their  resting  moments,  many  of  the  teams 
changing  at  intervals  of  twenty  minutes. 

The  first  day  ended  in  a  heart  breaking 
sprint,  Freeman,  Leander  and  Munroe  draw- 
ing half  a  lap  away  from  McEachren  and 
Chevalier;  Barclay  was  lapped  twice  at  the 
finish. 

The  score  at  the  end  of  the  first  day's  rid- 
ing (eight  hours)  stood  as  follows: 

Miles.  Laps. 

Munroe  and  McBachi-en 175  6 

;!^eander  and  Rutz 175  6 

tVilson  and  Gougoltz. 175  6 

Freeman  and  Maya 175  Q 

^ladfleld  and   King 175  5 

Fisher  and  Chevalier 175  5 

Muller  and  Barclay 174        n 

Champion,  on  a  motor  bicycle,  succeeded 
in  breaking  the  indoor  mile  record.  His 
time,  1:25  1-5,  cuts  four-fifths  of  a  second  off 
the  previous  best. 


A  much  larger  crowd  than  on  the  opening 
day  greeted  the  six-day  riders  Tuesday  af- 
ternoon. The  Armory  was  crowded  and  en- 
thusiasm was  at  a  high  pitch.  Sprinting 
was  the  order  of  the  day.  During  the  after- 
noon Leander  broke  the  sprocket  of  his 
wlioel  and  was  thrown  heavily,  bringing 
down  Hadfield,  who  was  riding  directly  be- 
hind. Hadfield  and  King  were  lapped  in  a 
sprint  led  by  Freeman  and  Wilson. 


The  score  at  the  end  of  the  second  day's 
riding,  sixteen  hours,  stood  as  follows: 

Miles.  Laps. 

Leander   and    Rutz 847  G 

Monroe  and  McEachern 347  6 

Freeman   and   Mayo 347  6 

Gougoltz  and  Wilson 347  G 

Chevalier  and  Fisher 347  5 

Hadfield  and  King 347  3 

Mueller  and  Barclay 346  S 

Champion,  on  a  motor  bicycle,  again  low- 
ered the  indoor  record  to  1.25,  and  later  in 
the  evening  still  further  reduced  the  figures 
by  clipping  off  two  more  seconds. 

In  a  15-niile  motor  paced  race  at  the  Sec- 
ond Regiment  Armory  track,  Philadelphia, 
January  8,  Munroe  defeated  Turville  by  2^^ 
laps  in  20:54  3-5.  This  race  was  substituted 
in  place  of  one  which  was  to  have  occurred 
between  Michael  and  McFarland,  called  off 
owing  to  the  suspension  of  the  latter  rider. 
De  Rociers,  on  a  motor  bicycle,  broke  the 
world's  mile  record  of  1:26  4-5,  held  by  Cham- 
pion, reducing  the  figures  to  1:26  even.  Had- 
field easily  disposed  of  Lawson  in  a  pursuit 
race,  overtaking  him  in  two  miles  in  4:i52  4-5. 

An  exciting  fifteen  mile  motor  paced  race 
took  place  Janiiary  11  on  the  Second  Regi- 
n.ent  Armory  track,  Philadelphia,  betv/een 
Munroe,  McEachern  and  Turville.  At  the 
start  Tiu-ville  cut  out  a  fierce  pace,  but  was 
unable  to  overtake  his  opponents.  The  pace 
seemed  to  tell  on  Turville  in  the  second  mile, 
-Munroe  and  McEachern  lapping  him  three 
times.  Some  exciting  sprinting  occur^-ed  in 
the  fifth  mile,  McEachern  fighting  every  ircli 
of  the  way,  but  Munroe  would  not  be  denied, 
and  finally  succeeded  in  gaining  a  lap.  In 
the  fourteenth  mile  McEarchern  went  around 
Turville  for  the  fourth  time,  Munroe  follow- 
ing him  closely  for  the  fifth.  In  this  lap 
Munroe  made  a  last  effort  to  pass  McFach- 
ern  once  more,  but  failing,  fell  behind,  the 
rif^ers  finishing  the  race  in  the  same  relative 
positions  as  when  they  started,  with  ]\  fur  roe 
one  lap  ahead  of  McEachern  and  five  laps  in 
front  of  Turville.  The  time  for  ihe  Uftoon 
miles  was  25:02  3-5.  Champion  made  an  at- 
tempt to  lower  the  mile  record.  He  suc- 
ceeded in  equalling  it,  but  not  in  lowering 
tlae  time— 1:26. 

William  A.  Brady  has  won  his  suit  against 
James  C.  Kennedy  and  Patrick  Powers.  As 
a  result,  tiie  latter  have  been  ordered  by  Jus- 
tice Scott  of  the  New  York  Supreme  Co  art 
to  turn  over  to  Wilbur  McBride,  as  receiver, 
,i;22,139  23,  Brady's  share  of  the  profits  in  the 
six-day  race  held  in  Madison  Square  Garden 
in  1900.  Originally  the  three  were  partners, 
but  Powers  and  Kennedy  attempted  a  game 
of  freeze  out,  but  Brady  would  not  stand  for 
it,  and  went  to  law. 

Floyd  McFarland,  Otto  Maya,  George 
Leander,  William  A.  Rutz,  Benjamin  Mun- 
roe and  Howard  B.  Freeman  have  brought 
suit  in  the  Massachusetts  Superior  Court 
against  Alexander  McLean  to  recover  the 
prize  money  and  indicental  damages  due 
them  from  the  recent  six-day  races  in  Bos- 
ton. The  total  amount  fixed  by  the  several 
plaintiffs  Is  $8,000. 


ODDS  AND  ENDS 


At  the  Paris  Cycle  and  Automobile  Show 
the  two  types  of  vehicle  were  almost  equally 
represented;  693  automobiles  and  645  bicycles 
Avere  exhibited. 


The  British  pace  followers  "go  in"  for  ab- 
normal gears.  Platt-Betts,  for  instance, 
uses  7%  inch  cranks  and  148  gear,  and  Chase 
6%  inch  cranks  and  128  gear. 


In  France  all  motocycles  must  now  carry 
a  conspicuously  numbered  license  plate;  the 
law  applies  to  all  vehicles  capable  of  travel- 
ling 30  kilometres  (181/2  miles)  or  more. 


All  motor  bicycles  in  Great  Britain  must 
be  equipped  with  two  separate  brakes.  They 
come  within  the  scope  of  the  "light  locomo- 
tive" act,  which  requires  such  brake  power. 


According  to  the  most  recent  census  esti- 
mates the  population  of  the  United  States, 
including  all  possessions,  is  84,233,069,  of 
whom  75,994,575  are  in  the  United  States 
proper. 


Under  the  title  Le  Syndicate  pour  la  De- 
fense de  la  Petite  Industrie  Velocipedique,  a 
new  association  has  just  been  formed  in 
Paris  to  look  after  the  interests  of  the  cycle- 
assembling  trade. 


Of  a  published  list  of  53  concerns  engaged 
in  the  English  cycle  trade,  40  paid  a  profit 
during  1901,  nine  lost  money  and  four  went 
into  bankruptcy.  Of  the  unlucky  thirteen 
three  were  tubing  manufacturers. 


One  Nightingall,  of  Dublin,  Ireland,  has 
"invented"  a  small  magnifying  glass  which 
clips  over  the  dial  of  the  Veeder  cyclometer. 
It  is  designed,  of  course,  to  enlarge  the 
figures  and  render  them  more  easily  reada- 
ble from  the  saddle. 


In  walking  a  mile  it  is  estimated  a  man 
averages  2,000  steps,  and  at  the  same  time 
he  has  to  bear  the  weight  of  his  body.  The 
average  cyclist  takes  600  "steps"  to  cover 
the  same  distance,  and  requires  far  less  force 
to  get  over  the  distance. 


"Motor  Cycling"  is  the  name  of  a  new 
weekl.v  publication  which  will  begin  busi- 
ness next  month  in  London.  As  its  title  in- 
dicates, it  will  be  devoted  exclusively  to  the 
interests  of  motocycles.  As  the  proprietors 
are  already  publishing  a  cycling  journal,  the 
new  venture  looks  like  an  unnecessary  and 
greedy  attempt  to  "milk"  the  same  trade 
twice. 


Despite  General  Buller's  scathing  condem- 
nation of  bicycles  for  military  use,  a  Cape 
Town  paper  states  that  for  scouting  purposes 
the  Cape  Colony  Cycle  Corps  has  abundantly 
l)roven  the  bicycle  to  be  the  superior  of  the 
horse.  It  adds  succinctly:  "Not  only  do 
bicycles  require  no  fodder,  but  new  tires  may 
be  aftixed  to  bicycles,  while  the  attachment 
of  new  legs  to  the  horse  is  beyond  the  ken 
of  man," 


THE  BICYCLING  WORLD 


39J 


MILEAGE  ''FIENDS"  OF  1901 


The  rien  who  woo  Medals  for  Doing  Cen- 
turies and  Tliousands  of  Miles. 


Brooklyn,  N.  Y.,  turned  out  to  be  the  home 
of  both  the  champion  "mileage  tiend"  and 
the  champion  "eentury  fiend"  of  1901.  The 
fact  is  disclosed  by  the  awards  of  the  Cen- 
tury Road  Club  of  America,  which  have  just 
been  made  public. 

The  first  medal  for  centuries  is  won  by 
L.  T.  Singer,  of  Brooklyn,  with  113  centuries. 
This  includes  10  doubles,  9  triples,  2 
"quads,"  2  "quints"  and  1  sextuple.  In  addi- 
tion to  the  State  Century  Medal,  Mr.  Singer 
also  Avius  the  first  national  medal  for  cen- 
turies, and  also  tlie  second  national  medal 
for  mileage,  with  19,292  miles  to  his  credit. 

The  New- York  State  medal  for  mileage  is 
won  by  Spencer  W.  Stewart,  of  Brooklyn, 
with  22,038  miles.  Stewart  also  wins  the 
national  mileage  medal  and  the  second  na- 
tional medal  for  centuries,  with  101  runs,  in- 
cluding 15  doubles,  6  triples,  1  "quad"  and 
1  "quint." 

The  competition  for  the  last  half  of  1901, 
for  which  two  medals  for  centuries  were 
offered,  was  won  by  J.  G.  Stiefel,  of  Buffalo, 
with  33  centuries,  and  second  prize  by  Gil- 
bert C.  Badeau,  of  Far  Rockaway,  with  28 
centuries.  These  two  had  an  exciting  strug- 
gle, passing  and  repassing  each  other  almost 
every  week. 

During  the  year  fourteen  members  of  the 
New  York  Division  rode  ten  or  more  cen- 
turies, as  follows: 

Centuries. 

L.  T.  Singer,  Brooklyn 113 

Spencer  W.  Stewart,  Brooklyn 101 

Henry  Veit,  Brooklyn 63 

Gilbert  C.  Badeau,  Far  Rockaway 50 

George  W.  Wall,  New  York 36 

J.  G.  Stiefel,  Buffalo 34 

G.  R.  Singer,  Brooklyn 27 

Thomas  .T.  Moore,  New  York 20 

Charles  Gantert,  Freeport 16 

A.  J.  Meyer,  jr.,  Buffalo 15 

W.  G.  Meister,  Brooklyn 14 

.Tohn  H.  Boyd,  Albany 14 

Herman  A.  Berls,  New  York 11 

S.  Holleb,  Brooklyn 10 

The  Century  Road  Club  Association,  com- 
posed of  the  "rebels"  from  the  older  organi- 
zation, has  also  announced  its  awards.  Harry 
Early,  Bayonne,  N.  J.,  with  a  record  of 
14,032  miles,  gets  the  mileage  medal;  G.  C. 
Badeau,  Far  Rockaway,  N.  Y.,  with  9,933 
miles,  was  second.  The  century  champion- 
ship goes  to  Henry  Veit  of  Brooklyn.  His 
record  of  1901  was  61  centuries,  including  1 
quadruple,  5  triple,  and  6  double  century 
runs.  Isaac  Gillett,  of  Watervliet,  N.  Y., 
won  second  place  by  riding  44  centuries  over 
the  hilly  roads  in  his  part  of  the  State. 

Bradstreet's  places  the  total  number  of 
failures  in  the  United  States  during  1901 
at  10,657,  with  assets  of  .$61,168,333,  and 
■abilities  of  .$129,978,838.  The  percentage 
of  failures  was  slightly  higher  than  in  1899 
and  1900,  but  lower  than  dny  preyious  year 
since  1892. 


"  Cellaritis.  "  the  City  Cyclist's  Affliction. 

"Cellaritis"  is  the  disease  which  has  af- 
flicted cycling  in  the  larger  cities,  according 
to  the  diagnosis  and  discovery  of  Dr.  A. 
Schwalbach  of  Brooklyn.  "Cellaritis,"  he 
explains,  is  induced  by  that  laziness  or  lassi- 
tude which  prevents  cyclists  from  donning 
cycling  garb  and  carrying  their  wheels 
from  "below  stairs."  The  disease  has,  he 
says,  been  responsible  for  an  increase  of 
blood  sluggishness  and  brain  cobwebs  dur- 
ing the  past  two  years. 


LONG  CRANKS-HIGH  GEAR 


**  Godsend  "  for  a  Certain  Class  of  Riders, 
Says  an  Authority,  and  why. 


(ierman  Exports  Still  Gaining. 

Like  England,  Germany's  improved  cycle 
export  trade  continues.  The  returns  for  tlie 
ten  months  ending  October  last  show  a  total 
of  1,611  tons,  as  against  1,422  tons  in  the 
first  ten  months  of  1900.  On  the  other  hand, 
a  steady  decrease  is  taking  place  in  the  im- 
ports of  foreign  cycles  and  parts  into  Ger- 
many. During  the  first  ten  months  of  the 
year  such  imports  only  amounted  to  283 
tons,  as  compared  with  357  tons  in  the  cor- 
responding period  of  1900. 


FIRST  "  LADY  BACK  "  MOTOR  TANDEM. 

For  Soldering  Aluminum. 

For  aluminum  solder  the  following  was 
recommended  by  a  speaker  before  the  Society 
of  Arts:  28  pounds  block  tin,  14  pounds 
phospor  tin— 10  per  cent,  phosphorus— 3.5 
pounds  lead  and  7  pounds  spelter.  For  using 
it  these  instructions  were  given:  Clean  oE 
all  dirt  and  grease  from  the  surface  of  the 
metal  with  benzine,  apply  the  solder  with  a 
copper  bit,  and  when  tbe  molten  solder  cov- 
ers the  surface  of  the  metal  scratch  through 
the  solder  with  a  wire  brush,  by  which  means 
the  oxide  is  broken  a~nd  taken  up.  Quick 
manipulation  is  necessary. 


Where  "  Rat-trap  "  Came  From. 

It  is  safe  to  say  that  the  average 
cyclist  imagines  that  the  term  "rat-trap,"  as 
applied  to  pedals,  is  derived  in  some  way 
from  the  instrument  designed  to  rid  the 
world  of  the  rodents.  It  will  therefore  come 
as  a  surprise  to  many  to  learn  that  the  term 
springs  from  the  French  word  "rattraper," 
to  take,  to  catch,  to  recover — at  least,  this  is 
the  explanation  that  comes  from  across  the 
sea. 


Hussey  flaking  Great  Headway. 

One  of  the  most  notable  and  apparent  ad- 
vances is  that  being  scored  by  the  Hussey 
adjustable  handlebar.  It  is  being  quite  gen- 
erally stocked,  and  it  seems  as  if  the  claim 
of  its  makers,  the  Snell  Cycle  Fittings  Co., 
that  more  Husseys  will  be  sold  during  1902 
than  all  other  adjustable  bars  will  be  made 
good. 


Our  views  on  the  question  of  long  cranks 
and  high  gears  are  very  emphatic,  says  the 
Irish  Cyclist.  The  combination  has  come 
as  a  perfect  godsend  to  thousands  of  cyclists, 
and  of  the  very  class  who  most  needed  as- 
sistance in  their  cycling.  As  a  rule,  they 
appeal  not  to  the  man  who  is  habitually  fit, 
whose  heart  and  lungs  are  well  developed 
and  sound,  and  who  can  pedal  a  low  gear  at 
racing  speed  without  getting  exhausted. 
These  men  Jiiake  most  stir  in  the  cycling 
world,  and  their  opinions  carry  most  weight. 

There  are,  however,  vast  numbers  of  cj'- 
clists  who  don't  ride  sufficiently  to  remain  in 
a  state  of  fitness,  who  rarely  travel  fast, 
whose  wind  is  poor,  and  whose  hearts  are 
not  calculated  to  stand  the  severe  strain  of 
rapid  pedalling.  To  these  men  a  low  gear  is 
very  distressing,  and  even  harmful  if  they 
make  any  attempt  at  pace,  whereas  the  long, 
steady  swing  of  high  gear  and  long  cranks 
makes  no  special  call  on  their  hearts  or 
lungs,  and  consequently  they  get  better  re- 
sults from  the  combination.  We  are  not 
theorizing.    We  know  of  many  examples. 

Even  amongst  the  class  of  expert  riders 
there  are  those  who  find  the  comibination  use- 
ful. It  may  be  that,  although  they  are  good 
riders,  their  heart  and  lung  power  is  not  of 
the  best;  but  we  are  inclined  to  think  that 
there  is  more  than  this  in  it.  and  that  the 
relative  proportions  of  the  thigh,  leg  and 
ankle  bones,  Avhich  form  the  series  of  levers 
used  in  propelling  a  bicj'cle,  have  something 
to  say  to  it. 

Be  that  as  it  maj%  Ave  see  no  reason  why 
a  man  should  condemn  anything  unreserv- 
edly because  it  does  not  suit  his  own  idio- 
syncrasies, and  least  of  all  if  he  has  not  care- 
fully experimented  Avith  that  wliich  he  con- 
demns. It  AA'ould  be  an  analogous  case  if  AA^e, 
in  our  capacity  as  editor  of  the  Irish  Cy- 
clist, were  to  recommend  unreservedly  the 
use  of  low  gears  to  all  our  readers  because 
it  suits  us  personally,  or  if  the  members  of 
our  staff  who  find  high  gears  and  long  cranks 
advantageous  AA^ere  to  characterize  all  those 
who  still  use  low  gears  and  moderate  cranks 
as  stupid  ignoramuses. 

We  should  strongly  advise  all  cyclists  who 
have  the  chance  to  experiment  Avith  long- 
cranks  and  high  gears,  but  more  especially 
those  Avho  suffer  from  AA^eak  hearts  or  lungs. 


Acme  Grows  Active  Again. 

After  hiding  their  light  under  a  bushel  for 
some  time  the  Acme  Cycle  Co.,  Elkhart,  Ind., 
have  come  out  into  the  glare  and  promise  to 
make  things  interesting  for  agents  aa-Iio  in- 
cline that  Avay.  "Good  bicycles  at  medium 
prices"  is  their  motto,  they  say,  and  it  is 
not  to  be  denied  that  they  are  .stylish  look- 
ers as  well.  They  range  in  price  from  $.50 
to  $35.  A  line  of  juveniles  at  $18,  .$20  and 
$22.50  is   also  listed. 


392 


THE  BICYCLING  WORLD 


PATENT  OFFICE  PUZZLED 


Peculiar  Situation   Caused   by  two  Claims 
for  same  Changeable  Gear. 


In  a  case  involving  a  bicycle  gearing  and 
entitled  "Ex-parte  Thompson,"  but  in  which 
no  particular  patents  are  cited,  United  States 
ratent  Commissioner  Allen  points  out  the 
unusual  situation  that  arose,  and  renders  the 
following  ruling: 

The  Primary  Examiner  calls  attention  to  a 
peculiar  situation  involving  the  above  en- 
titled application  and  asks  for  instructions  as 
to  the  action  which  sliould  be  taken. 

The  applicant's  invention  relates  to  a 
means  for  changing  the  gearing  and  thereby 
the  speed  of  a  bicycle  by  back  pressure  upon 
the  pedals.  The  real  invention  resides  in 
this  means,  but  the  applicant  shows  it  ap- 
plied to  a  chain  bicycle,  and  includes  the 
sprocket  wheel  as  an  element  of  the  combi- 
nation in  his  claims. 

Another  applicant  discloses  the  same 
means  for  changing  the  gearing,  but  applies 
it  to  a  chainless  bicycle,  and  includes  the 
bevel  gear  as  an  element  of  the  combination. 
It  is  apparent,  therefore,  that  neither  party 
can  make  a  claim  in  tlie  words  of  the  other 
party's  claim,  but  the  real  invention  upon 
which  the  claims  would  be  allowed  is  the 
same  in  both  cases.  It  woiild  clearly  not  be 
proper  to  allow  both  cases  so  long  as  the 
Office  is  of  the  opinion  that  neither  device 
is  patentable  over  the  other.  Assuming  that 
the  Examiner's  position  is  correct,  one  party 
is  entitled  to  a  patent,  but  not  both,  and  this 
Otflce  does  not  know  which  is  the  prior  in- 
ventor and  entitled  to  a  patent 

It  seems  clear  that  there  should  be  an 
interference  and  that  in  no  other  way  can 
this  Office  properly  dispose  of  the  two  cases 
unless  one  party  concedes  priority  to  the 
other,  under  the  interference  rules.  The 
Examiner  says: 

"Under  the  existing  practice,  however,  I 
have  not  felt  at  liberty  to  suggest  the  omis- 
sion from  any  of  these  claims  or  the  ele- 
ments refeiTed  to,  and  I  submit  these  cases 
with  a  request  for  instruction  as  to  the  steps 
to  be  taken  to  effect  an  interference  between 
these  two  substantially  the  same  inventions, 
if  in  your  judgment  any  such  step  should  be 
taken." 

It  was  announced  in  Wolfenden  v.  Price 
(83  O.  J.,  1801)  and  Streat  v.  Freckleton  (87 
()  G..  69.5)  that  the  Office  cannot  say  that  an 
element  included  in  a  claim  is  immaterial, 
and  therefoi'e  the  Examiner  is  of  the  opinion 
tliat  he  cannot  declare  an  interference  in 
this  case  with  either  party's  claim  as  the 
issue,  since  the  other  party  could  not  make 
it  and  there  would  be  no  interference  in 
fact  as  to  it.  He  could  not,  furthermore, 
formulate  an  issue  broader  than  either  of 
I  he  i-laims,  leaving  out  the  limitations  to  the 
sprocket  wliucl  and  bi?vel  gear,  under  the 
decisicm  in  Hammond  v.  Hart  (8.3  O.  G., 
743),  wherein  it  was  said: 


"The  Examiner  has  constructed  the  issues 
out  of  Hart's  claims  4  and  5.  In  other 
woi-ds,  the  Examiner  has  made  two  new 
issues,  neither  of  which  is  an  allowed  claim 
made  by  either  party.  I  believe  this  to  be 
bad  practice.  The  applicants  should  make 
the  issues  by  their  claims." 

Rule  96  permits  the  Examiner  to  suggest  to 
one  party  an  allowable  claim  made  by  an- 
other, so  as  to  bring  about  a  proper  inter- 
ference, when  they  are  both  claiming  the 
same  thing  in  different  ways,  but  it  does  not 
in  terms  permit  the  suggestion  to  both  par- 
ties of  a  claim  not  made  by  either.  The 
suggestion  of  such  a  claim,  however,  in  a 
case  like  the  present  to  cover  the  real  in- 
vention common  to  the  two  cases  clearly 
comes  within  the  spirit  of  the  rule.  The 
purpose  of  the  rule  and  the  recent  practice 
of  the  Office  are  not  to  avoid  interferences 
between  applications  because  of  some  differ- 
ences in  the  form  of  the  claims,  but  merely 
by  suggestions  to  bring  the  parties  together 
upon  an  issue  which  shall  be  as  nearly  as 
possible  the  same  as  the  claims  of  the  par- 
ties, so  as  to  reduce  to  a  minimum  the 
chances  for  motions  and  controversies  during 
the  progress  of  the  interference  based  upon 
differences  in  the  claims.  There  is  nothing 
in  the  rule  which  prohibits  the  suggestion  of 
a  claim  to  constitute  the  issue  in  a  case  of 
this  kind,  and  the  suggestion  would  be  in 
accordance  with  the  general  purpose  of  the 
rule. 

It  is  not  believed  that  the  decisions  cited 
and  others  of  the  same  character  were  in- 
tended to  mean  that  there  is  in  law  no  inter- 
ference in  fact  in  a  case  of  this  kind,  where 
the  real  invention  claimed  is  the  same  in 
both  cases,  merely  because  the  claims  differ 
in  the  statement  of  the  specific  form  of  one 
of  the  elements  of  the  combination.  If  those 
specific  elements  are  the  mechanical  equiva- 
lents of  each  other,  there  is  an  interference 
under  the  well  settled  principles  of  law. 
(Winans  v.  Denmead,  15  How.,  330;  Rode- 
baugh  V.  Jackson,  47  O.  G.,  658;  Reece  But- 
ton-Hole Co.  V.  Globe  Co.,  67  O.  G.,  720.) 
Each  party's  device  would  infringe  the 
other's  claim  under  the  doctrine  of  mechani- 
cal equivalents,  and  under  such  circum- 
stances it  can  scarcely  be  said  that  there  is 
no  conflict. 

In  reference  1o  the  Office  decisions  to  the 
effect  that  an  element  included  in  a  claim  or 
the  issue  cannot  be  regarded  as  immaterial,  I 
said  in  Braucht  v.  Murdoch  (71  MS.  Dec, 
492): 

"It  is  not  understood  that  on  the  question 
of  interference  in  fact  these  decisions  intend 
to  exclude  from  consideration  the  doctrine 
of  mechanical  equivalents.  An  element  in- 
cluded in  one  claim  cannot  be  held  to  be 
immaterial  where  there  is  no  corresponding 
element  in  the  other  claim,  but  where  there 
is  a  corresponding  element  the  question 
whether  they  are  mechanical  equivalents 
must  be  determined.  Where  the  elements 
.ire  well  known  mechanical  equivalents  in 
the  fonil)inatiou.  the  structures  are  under  the 
hiw  regarded  as  substantially  the  same  and 
there  is  an  interference  in  fact," 


In  regard  to  the  court  decisions  that  a 
party  Is  bound  by  the  limitations  in  his 
claims  it  was  said  in  Rodebaugh  v.  Jackson, 
above  cited: 

"So  all  that  was  said  in  Fay  v.  Cordesman 
(109  U.  S.,  420)  is  that  if  the  patentee  speci- 
fied any  element  as  entering  into  the  combi- 
nation he  makes  such  element  material,  and 
the  court  cannot  declare  it  to  be  immatei'ial. 
It  is  his  province  to  make  his  own  claim  and 
his  privilege  to  restrict  it.  If  it  be  a  claim 
to  a  cpmbination  and  be  restricted  to  speci- 
fied elements,  all  must  be  regarded  as  mate- 
rial, leaving  open  only  the  question  whether 
an  omitted  part  is  filled  by  an  equivalent  de- 
vice or  instrumentality.  There  is  nothing  in 
any  of  these  cases  inconsistent  with  what 
had  been  previously  regarded  as  well  settled, 
or  to  lead  one  to  believe  that  it  was  the  in- 
tention of  the  court  to  debar  the  patentee 
from  his  right  to  pursue  an  infringer  who  has 
endeavored  to  avoid  his  patent  by  the  use  of 
a  well  recognized  mechanical  equivalent." 

This  seems  to  be  the  only  proper  construc- 
tion of  the  law,  and  under  it  the  Office  might 
in  this  case  properly  declare  an  interference 
upon  an  issue  which  is  the  claim  of  one  of 
the  parties,  upon  the  ground  that  the  corre- 
sponding elements  in  the  other  party's  claim 
are  equivalents,  if  it  were  not  possible  to 
bring  the  claims  into  such  form  as""  to  avoid 
all  controversies  upon  the  question  of  equiva- 
lency. 

The  present  applications  are  pending  and 
subject  to  amendment,  however,  a'nd  it  is 
deemed  best,  in  accordance  with  the  prin- 
ciples of  the  present  practice,  to  suggest  a 
claim  to  each  party  which  will  cover  the  real 
invention  common  to  the  two  cases,  leaving 
out  limitations  to  the  form  of  elements  which 
are  not  of  the  essence  of  the  invention. 

The  Examiner  will  suggest  a  claim  to  the 
parties  in  accordance  with  this  decision. 


The  Retail  Record. 

New  Haven,  Conn.— A.  C.  Benham  has  sold 
out. 

Berlin,  Wis.— E.  C.  &  J.  B.  Diebler  succeed 
the  J.  B.  Diebler  Cycle  Works. 

Allentown,  Pa.— Goldberg  &  Arance  suc- 
ceed the  Goldberg  Bicycle  Works. 

Port  Gibson,  N.  Y.— Frank  Blossom.  At- 
water  and  Canada  streets,  new  store. 

Rochester,  N.  Y.— The  American  Flyer  Bi- 
cycle Co.,  85  and  87  East  Main  street,  has 
closed  its  doors. 

San  Leandro,  Cal. — Roberts  &  King  suc- 
ceed M.  C.  King,  Andrew  Roberts  having 
purchased  an  interest. 

New  York— The  Nason-Ryder  Co.,  25  West 
42d  street.  William  C.  Arnold  has' been  ap- 
pointed temporary  receiver  on  the  applica- 
tion of  Edward  B.  Ryder  and  W.  L.  Savage, 
directors. 


Werner  Claims  the  Word. 

The  manufacturers  of  the  Werner  motor 
bic.vcle  are  taking  legal  proceedings  against 
all  competitors  employing  the  term  "nioto- 
cyclette."  They  claim  the  invention  of  the 
word  and  its  first  use,  and  believe  them 
selves  to  be  entitled  to  its  copyright. 


THE  BICYCUNG  WORLD 


393 


THE  CHANGE  OF  "  COPY  " 


One  of  the  Prime  Reasons  Why  Many  Ad- 
vertisers Fail  of  Effectiveness. 


The  other  day  a  disconiflted  manufacturer 
from  England  went  back  home  and  tried  to 
explain  why  he  and  his  fellows  were  being 
outstripped  in  trade  by  the  ubiquitous 
American,  says  the  Trade  Pi"ess. 

"One  of  the  chief  reasons,"  he  said,  "is 
that  we  Englishmen  are  in  deadly  fear  of 
anything  new.  The  American  manufacturer, 
on  the  other  hand,  if  he's  told  of  a  process 
that's  new,  investigates  it  at  once,  precisely 
because  it  is  new." 

Exactly  so.  And  that's  why  the  advertis- 
iBg  pages  of  the  trade  paper  are  scanned 
fr»m  top  to  bottom.  That's  why  a  thousand 
eager  eyes  turn  from  the  body  of  the  book 
to  the  back  or  the  front,  where  advertising 
tales  of  newness,  economy  and  improvement 
are  told. 

And  the  man  who  has  something  to  say 
and  says  it  in  a  hard  headed,  smashing, 
forceful  sort  of  way— or  any  way  at  all  that 
drives  it  home  to  the  mind  of  the  reader— he 
is  the  man  who  makes  money  out  of  trade 
paper  advertising.  To  a  man  wlio  appre- 
ciates the  possibilities  of  trade  paper  pub- 
licitj'— who  knows  liow  many  dollars  coiild 
be  taken  out  for  the  dollars  that  are  put  in— 
it  is  little  short  of  maddening  to  mark  the 
criminal  carelessness  that  is  shown  in  the 
preparation  of  •'copy." 

Advertising,  stripped  of  its  complexities, 
is  simply  the  science  of  saying  things  that 
will  sell  goods. 

Trade  paper  advertising  does  not  differ 
from  any  other  form  of  advertising  in  its 
ultimate  aim.  If  it  contains  tlie  little  in- 
tangible something  that  makes  a  man  dig 
down  into  his  pocket  and  pull  out  a  dollar, 
it  is  good  advertising.  If  it  fails  in  this,  it 
is  not  worth  the  paper  it  is  printed  on. 

There  is  a  direct  relutiou  between  the 
duties  of  the  clerk  behind  the  counter,  the 
salesman  on  the  road,  and  the  man  who  es- 
says to  prepare  a  trade  paper  announcement. 

The  only  difference  is  in  the  size  and 
character  of  the  audience  addressed.  In  the 
first  two  instances  there  is  usually  an  audi- 
ence of  one;  in  the  last,  there  is  an  army  of 
prospective  buyers  waiting  for  the  persua- 
sive word. 

The  clerk  who  stood  behind  the  counter,  or 
the  salesman  who  stepped  into  an  office  and 
announced  in  a  declamatory  tone  of  voice 
that  he  had  a  large  line  of  goods  and  was 
prepared  to  quote  the  lowest  possible  prices, 
would  be  set  down  as  a  hopeless  incompetent 
or  an  incipient  idiot. 

And  yet  how  many  hundreds  of  manufact- 
urers, .iobbers  and  agents  adopt  that  same 
bald,  lifeless  tone  in  their  trade  paper  ad- 
vertising? 

If  every  trade  paper  patron  would  bear  in 
mind  the  character  of  his  audience;  if  he 
would  remember  as  he  wrote  his  announce- 


ment that  it  was  going  to  be  read  by  big, 
brainy,  broad  minded  business  men;  if  he 
would  consider  the  complete  hopelessness  of 
trying  to  interest  or  impress  such  sharp, 
shrewd  men  by  a  bare  recital  of  the  fact  that 
he  was  in  business  and  wanted  their  trade — 
how  much  more  fruitful  would  be  the  results 
of  his  advertising  labors? 

The  manufacturer  has  the  brains,  he's  got 
the  money,  he's  got  the  medium,  and  he's 
got  the  goods— and  yet  he  will  permit  the 
same  old  stereotyped  announcement  to  ap- 
pear month  after  month,  and  sometimes  year 
after  year,  without  so  much  as  an  effort  to 
realize  on  his  advertising  investment. 

A  simple  cut,  a  striking  design,  neat  typog- 
raphy, forceful  wording— any  one  of  these, 
perhaps,  would  pull  his  announcement  out  of 
the  mire  of  medioci-ity  and  set  it  to  earning 
dividends. 

The  necessity  for  these  elements  of  interest 
is  greater  in  trade  paper  advertising  than  al- 


Morgan  &WrightTires 
are  good  tires 


ONLY     WAY    TO    CURE 
SOME    LEAKY    TIRES    IS 
TO    PUT    INNER    TUBES    IN 
THEM..  THUS    MAKING 
THEM    DOUBLE -TUBE    TIRES 


Morgan  atWRiGHT 


HOW  WRENCHES  ARE  RUINED 


Small  Carelessnesses  of  Which  Riders  and 
Workmen  are  Alike  Guilty. 


New  York  Branch:    214-216  West  47th  Street 

most  any  other  kind  of  publicity.  The  man 
who  reads  these  advertisements  is  a  business 
man  above  all  else.  He  reads  for  informa- 
tion, not  for  pleasure.  If  he  has  a  purchase 
in  prospect  it  is  probably  a  purchase  that 
means  a  heavy  investment.  He  doesn't  want 
to  be  entertained  or  amused  or  bored.  The 
announcement  that  the  Keokuk  Mfg.  Co. 
sells  the  Peerless  gas  engine  does  not  create 
so  much  as  a  tremor  in  his  pocketbook.  And 
yet,  being  merely  a  man,  he  is  susceptible  to 
impressions;  and  if  the  advertiser  goes  at 
him  with  the  right  sort  of  vigor  and  intelli- 
gence he  will  at  least  instil  a  germ  of  in- 
ferest  that  may  grow. 


The  Advance  Agent  of  Salemanshlp. 

Advertising  is  the  advance  agent  of  sales- 
manship. It  saves  the  salesman's  time,  saves 
argument,  keeps  up  his  faith  and  courage, 
enabling  him  to  cover  the  most  territory  at 
the  least  expense,  and  consequently  makes 
liim  the  greatest  source  of  profit  to  his  em- 
ployers, sagely  remarks  Advertising  Experi- 
ence. 


That  among  the  millionis  of  cyclists  using 
monkey  wrenches  there  should  be  but  thou- 
sands who  know  how  to  properly  use  them 
is  to  be  regretted.  But  of  the  thousands  of 
workmeu,  repairers,  etc.,  that  there  are  only 
hundreds  who  know  how  almost  merits 
strong  language. 

When  you  watch  workmen  or  take  the 
time  to  look  over  their  tools  it  is  surprising 
and  grievous  to  note  how  few  of  the  former 
deserve  praise  and  how  many  of  the  latter 
deserve  retirement  to  some  home  for  de- 
crepit incurables.  Whether  the  conditions 
come  from  ignorance  or  carelessness  makes 
no  difference;  the  results  are  equally  gross 
and  deserving  of  censure,  particularly  when 
the  result  has  been  to  round  oft'  or  other- 
wise batter  a  nut  or  other  part  of  your 
machine  that  you  have  trusted  to  the  work- 
man's gentle  handling. 

No  matter  how  good  the  quality  of  the 
wrench  or  repairer,  it  will  be  found  that 
the  proportion  of  eight  out  of  ten  will  have 
the  jaws  spread  and  the  corners  and  edges 
rounded  and  lipped.  On  monkey  wrenches 
it  will  also  be  found  that  their  adjustable 
advantages  have  been  materially  reduced  in 
range,  as  the  back  has  been  so  sprung  that 
the  sliding  jaw  pinches  in  trying  to  go  round 
the  bend.  That  the  wrench  has  been  used 
as  a  sledge  hammer  or  that  a  4-inch  wrench 
lias  been  put  to  work  at  something  needing 
o'-ie  three  times  its  size  is  a  mere  detail. 

The  back-bending,  jaw-twisting  act  that 
brings  about  the  complaints  above  outlined 
is  the  use  of  a  wrench  back  end  to.  It  is 
regrettable  on  the  part  of  the  average  human 
being,  but  it  is  criminal  on  the  part  of  a 
workman.  Instead  of  being  placed  around 
the  nut  so  that  the  strain  will  come  at  the 
inner  ends  of  the  jaws,  just  the  reverse  is 
the  method  so  badly  employed,  and  the 
strain  comes  out  at  the  ends  of  jaws,  only  to 
strain  them  apart,  and  the  wrench  is  for- 
ever after  slipping  off  if  put  on  the  wrong 
way,  and  depending  on  but  a  slight  margin 
of  cramp  to  do  its  work  if  put  on  in  the  cor- 
rect way.  The  jaws  should  always  point  in 
the  direction  of  the  turning.  If  a  nut  is 
tight  and  is  to  be  momentarily  loosened  and 
then  tightened  again,  there  are  few  work- 
men, even  though  they  have  put  the  wrench 
on  correctly  the  first  time,  that  will  take 
the  time  or  trouble  to  reverse  the  wrench. 
Those  who  know  better  excuse  themselves 
on  the  plea  that  saving  in  time  warrants 
them  in  the  wrong  handling.  This  is  not 
true,  as  they  invariably  use  up  excess  time 
in  trying  to  strain  the  nut  firmly  home  with 
the  jaws  of  the  wrench  giving  under  the 
process.  This  same  man  is  perhaps  the  one 
who  goes  oftenest  to  the  tool  grinder  because 
he  won't  work  with  a  dull  too!. 


394 


THE  BICYCUNG  WORLD 


Tourist  Cars  on  the  Nickel  Plate  Road. 

Seml--weekly  transcontinental  tourist  cars 
between  tlie  Atlantic  and  the  Pacific  coasts 
are  operated  by  the  Nicljel  Plate  and  its  con- 
nections. Tourist  cars  referred  to  afiford  the 
same  sleeping  accommodations,  with  same 
class  of  mattress  and  other  bedclothing,  that 
are  provided  in  the  regular  Pullman  sleep- 
ing  car   service.    These   tourist   cars   leave 


Boston  on  Mondays  and  Wednesdays,  and 
leave  San  Francisco  on  Tuesdays  and  Fri- 
days. Berths  in  these  tourist  cars  are  sold 
at  greatly  reduced  rates.  Conveniences  are 
offered  without  extra  cost,  for  heating  food, 
or  preparing  tea  or  coffee,  affording  every 
facility  for  comfort  on  a  long  journey,  espe- 
cially for  families  travelling  with  children. 
Lowest  rates  may  be  obtained  always  via 


the  Nickel  Plate  Road  for  all  points  in  the 
West.  For  special  information  regarding  all 
trains  on  the  Nickel  Plate  Road,  including 
these  tourist  cars,  consult  your  nearest 
ticket  agent,  or  write  A.  W.  Ecclestone,  D. 
D.  Agt..  385  Broadway.  New  York  City.  ••• 


"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them."  Jl.  The 
Good  man  Co.,  Box  649.  New  York.  ••• 


r 


Veeder  Cyclometers 

STAND  ALONE. 


10  000  Miles  and  Repeat 
and  Trip. 


ACTUAL  SIZE. 


Competition  has  been  silenced  by  sheer 

...SUPERIORITY... 

Wheelmen  no  longer  ask  for  a  *•  CYCLOMETER.'* 
They  ask  for  a  **  VEEDER." 
Those  two  words  are  synonymous. 

Dealers  can  secure  them  from  any  jobber  of  consequence  in  the 

United  States.     They  are  on  sale  in  every 

civilized  country  in  the  world. 


ACTUAL  SIZE. 


Makers  of  CYCLOMETERS, 
^^^      ODOriETERS, 
df        COUNTERS 
--  FINE  CASTINGS.  CATALOQUE  FREE.  HARTFORD,    CONN. 


THE  VEEDER  MFG.  CO., 


«« 


The  Big  ©hief  of  the  Hendee  Tribe" 


That  about  describes  the  position 
of  the 

Indian   Motor  Bicycle 

as  it  is  but  the  leader  of  our  line.  We  have  other  Indians 
— pedal-propelled  Indians  at  $25.00,  $30.00  and  $35.00 
and  like  the  "  Big  Chief,"  they  are  of  the  kind  that  make 
easy  the  capture  of  customers. 


If  you  desire  to 

Make  the  Scalp  Locks  Stand 

on   the   heads  of   your  rivals,   the   Indian    Agency   will 
help  you  do  it. 

HENDEE  MaNUFaerURING  eOMPHNY,  Springfield,  Mass. 


I 

fl 


■B 


THE  BICYCXING  WORLD 


396 


Why  Worry 
Over  the  Question: 

OIL  OR  GAS? 


Why  not  get  a 


? 


In  other  words 
Why  not  get 


THEADMIRAL 


THE  ONLY  LAMP 

on  the  market  in  which  kerosene  or  car" 
bide  may  be  used  with  equal  facility. 


It  was  a  sp'endid  seller  during 
1901  ;  it  will  be  a  better  one  dur- 
ing 1902.  Properly  presented, 
no  rider  can  fail  to  see  the  ad- 
vantages of  the  lamp  that  per- 
mits him  to  use  oil  or  gas  "  at 
his  own  sweet  will." 


THE  ADMIRAL  LAMP  COMPANY, 

MARYSVILLE,   OHIO. 


OILERS. 


PERFECT" 


25g. 


LEADER' 


CEM 


'STAR" 


We  make  oilers  for  almost  the  entire  trade.     The 
quality  of  our  oilers  is  unequaled. 

CUSHMAN  &  DENISQN,  Mfrs.  240-2  W.  23d  St.  N.  Y. 


Light  on  the  Brazer. 

One  thing  that  the  man  at  the  brazing 
forge  demands  imperatively  is  a  good  light. 
Without  it  he  can  never  be  sure  of  his 
■work,  and,  as  everybody  In  the  trade  knows, 
nothing  can  do  a  machine  more  harm  and 
keep  it  up  longer  than  poor  brazing. 

By  his  eye  does  the  brazier  ascertain  the 
lay  of  the  land.  The  changing  colors  of  the 
tubing  and  of  the  spelter  tell  him  the  whole 
story.  He  is  even  able  to  detect  the  brass 
running  in  the  inside  of  the  joint,  seeking 
every  opening  no  matter  how  minute  and 
filling  every  crevice.  If  the  light  is  too  poor 
to  follow  this  it  becomes  a  matter  of  guess- 
work. The  brazier  might  almost  as  well 
shut  his  eyes,  leave  the  work  in  the  flame  a 
certain  time,  and  then  take  it  out  expecting 
that  it  will  turn  out  all  right. 

A  well  brazed  joint  is  a  very  colossus  for 
strength.  The  brass  penetrates  everywhere 
and  unites  the  two  metals  indissolubly.  At- 
tempt to  tear  the  surfaces  apart  and  the 
steel  will  fracture  before  the  brass  will  give 
way. 

"  Job  lot  "  Bait  no  Longer  Tempting. 

The  "job  lot,"  "closing  out  slaughter"  and 
other  well  known  reasons  for  sales  have 
been  so  overworked  in  advertising  that  most 
people  are  aware  of  their  sham.  Probably 
there  will  be  a  change  in  the  tenor  of  such 
publicity  ere  long,  though  it  is  difficult  to 
say  what  form  it  will  take,  prophesies 
Printer's  Ink.  The  store  which  advertises 
good  wares  at  a  decent  profit,  dwelling  upon 
quality  and  reliability,  probably  succeeds  as 
well  as  the  establishment  which  is  contin- 
ually in  the  throes  of  its  mistakes  in  buying 
and  efforts  to  help  the  manufacturer  unload. 
In  the  case  of  the  department  stores  the 
special  sale  is  likely  to  last  a  long  while  yet, 
but  some  of  the  better  known  New  York 
advertisers  never  use  the  price  reduction 
sale  as  an  argument  in  their  ads,  or  use  it 
so  rarely  that  it  is  always  effective  by  way 
of  contrast. 


Aluminum  Vise  Jaws. 

No  vise  is  complete  without  a  pair  of 
jaws  made  of  copper  or  some  other  metal 
soft  enough  to  hold  the  part  which  ig  being 
held  without  marking  it.  A  machinist 
has  been  experimenting  with  aluminum  for 
this  purpose,  and  with  excellent  results. 

"Jaws  made  of  this  comparatively  new 
metal  are  much  better  than  copper,"  he  says, 
"in  that  the  work  is  less  liable  to  be  marred, 
and  if  sheet  brass  is  more  expensive,  area 
for  area,  than  aluminum  of  the  same  gauge, 
I  should  think  the  aluminum  vise  jaw  would 
be  cheaper  where  it  can  be  obtained.  The 
sheet  metal  can  readily  be  bent  into  the 
desired  shape,  but  if  cast  aluminum  is  used 
it  will  not  stand  much  bending.  I  prefer  the 
cast  metal  about  one-eighth  inch  thick." 


"Defects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motocycles  and  How  to 
Manage  Them."  $1.  The  Gtoodman  Co..  Box 
C49.  New  York.  ••• 


ENAMEL  AND  NICKEL 

may  make  an  awfully  cheap  bicycle 
look  mightily  like  a  cycle  of  quality 
because  enamel  and  nickel  cost 
little,  but  when  it  comes  to  the 
saddle,  cheapness  is  not  so  easy  to 
conceal.    That  is  one  of  the  reasons 

WHY 

Persons  Saddles 

are  never  found  on 
cheap  bicycles. 


THE  LEATHER  TOPS  USED  ON 
THE  PERSONS  COSTS  MORE 
THAN  TWO  OR  THREE  OF 
THE  CHEAP  SADDLES  ENTIRE. 

NO    PENNY-PINCHER, 

no  man  who  sacrifices  reputation 

for  price  will  use  a  Persons. 

They  cost  him  too  much. 

The  Persons  saddle  will  mark  the 
really  high  grade  bicycle,  the  one 
that  is  high-grade  in  fact,  as 
well  as  in  name.    '.'    .'.    '.' 


PERSONS  MANUFACTURING  CO., 


CHARLES   A.  PERSONS,  PRESIDENT, 


WORCESTER,  MASS. 


396 


1;;:  there's 

-   COMFORTi 

^     INTHM 

i 

at. 

W'W^i 

pilRKte 

f   ^^^^P^ 

11^^- 

Model  B 


THE  BICYCUNG  WORLD 

Our  Business  More  than  Doubling  Every  Year. 

REASON  FOR  IT?       CERTAINLY.       THINK  IT  OVER. 

MR.  DEALER :— Send  us  your  name  and  address  at  once  and  we  will  tell 
you  how  to  increase  your  business  in  1 902 ;  and  if  you  are  a  hustler,  you  can 
double  it.    Don't  delay. 

We  don't  care  how  many  people  know  that  we  build  Spring  Seat  Posts  and 
Expanders  exclusively,  and  that  hustling  makers  of  Bicycles  and  Motor 
Cycles  are  giving  BERKEY  SPRING  SEAT  POSTS  as  an  option  on  their  1902 
wheels.    Insist  upon  it. 

All  leading  jobbers  catalogue  it,  too. 

Thousands  of  satisfied  riders  using  them  all  over  the  world.  Have  you 
seen  our  i902  catalogue,  just  out  ?    Will  be  pleased  to  mail  you  one. 

BERKEY  SPRING  SEAT  POST  COMPANY 

85  Campau  Street,  GRAND  RAPIDS,  MICH. 


Model  C 


Jobbers,  Be  Wise! 


DOUBLE  TUBE 


Handle  these 
Goods  and 

MAKE  MONEY. 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


PENNSYLVANIA  RUBBER  CO. 
ERIE.    PA. 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK  CHICAQO  BOSTON 

BUFFALO  PHILADELPHIA 


THE  TIME  TO  SPECIFY  IS  NOW  ! 


•  •  •  Jl  lie  •  •  • 

Hussey  Bar 

will  be  used  on  more  bicycles  this 
year  than  any  other  high- 
class  bar  in  the  market. 


YOU  HELP  YOURSELF,  YOUR  TRADE 
AND  INCIDENTALLY    YOU   HELP    US, 


WHEN    YOU    SPECIFY    THEM. 


The  Snell  Cycle  Fittings  Co. 


BRANCHES : 
New  York  and  Boston. 


TOLEDO,  OHIO. 


The  Only  Distinguishable  Bell 


THE  ORIGINAL 


Cuckoo  Chime 


It  has  been  imitated, 
but  never  equalled. 


FRANK     IVIOSSBERG     CO., 


The  Wrench 'T  Always  Ready. 

REQUIRES  NO  ADJUSTMENT. 


Will  take  any  size  of  pipe,  bolt  or  nut  fronn  i-8  inch  to  3-4 

inch  diameter.    As  strong  as  it  is  simple  and   has 

a  grip  like  a  prize  bulldog,  but  will  let  go 

when  you  want  it  to  do  so. 

Attleboro,    IS/lass 


THE  BICYCLING  WORLD 


397 


The  Week's  Patents. 

690,411.  Driving  Mechanism  for  Cycles. 
Johan  W.  Edblad,  Asele,  Sweden.  Filed 
Nov.  6,  1900.     Serial  No.  35,672.     (No  model.) 

Claim.— A  treadle  meelianism  for  veloci- 
pedes, comprising  a  frame,  a  gear  wheel  and 
crank,  a  pedal  lever  pivotally  secured  at  one 
end  to  the  cranlc  of  the  gear  wheel,  two 
links  pivoted  together  and  one  link  pivoted 
to  the  lever  and  the  other  to  the  frame  above 
the  crank,  two  other  links  pivoted  together. 
and  one  pivoted  to  the  .innctnre  point  of  the 
first  two  links  and  tlie  other  pivoted  to  the 
frame  in  the  rear  of  the  crank,  and  a  link 
pivoted  at  one  end  to  the  lever  between  the 
crank  and  the  links  and  at  its  other  end  to 
the  juncture  point  of  the  links. 

690,464.  Handle  Bar  for  Cycles,  etc.  Fred- 
erick Sadler,  London,  England,  assignor  of 
one-half  to  Percy  James  Hall  Robinson,  Lon- 
don, England.  Filed  Jan.  7,  1901.  Serial 
No.  42,400.    (No  model.) 

Claim. — The  combination  of  a  post  having 
standards  and  plates,  the  latter  being  sup- 
plied with  springs;  the  clamp  secured  to  the 
post;  the  rod  pivoted  to  the  clamp;  and  the 
bar  pivoted  to  the  rod  and  adapted  to  sup- 
port the  handle  bar,  said  bar  passing  be- 
tween and  being  supported  by  the  springs, 
all  for  the  purposes  and  substantially  as  set 
forth. 

690.601.  Device  for  Automatically  Inflating 
ruenniatic  Tires.  George  O.  Morris,  Moline. 
111.,  assignor  of  two-thirds  to  Samuel  S. 
Crompton  and  George  H.  McKinley,  Moline, 
111.  Filed  Aug.  22,  1901.  Serial  No.  72,907. 
(No  model.) 

Claim.— The  combination  with  one  of  the 
forks,  the  axle,  the  pneumatic  tired  wheel 
and  its  hub  of  a  bicycle;  of  a  pump  con- 
nected to  the  valved  nipple  of  the  wheel,  a 
segmental  eccentric  strap  secured  to  the 
pump  rod,  an  eccentric  having  a  portion  of 
its  rim  broken  away  and  provided  with  a 
segmental  portion  fixedly  secured  to  the  hub, 
said  eccentric  being  engaged  by  said  strap, 
and  an  arched  shaped  brace  fixed  to  the 
eccentric  and  located  to  one  side  of  the 
broken  rim  portion  of  said  eccentric  and  said 
segmental  portion  and  having  a  recess  which 
is  engaged  by  the  axle  betAveen  one  end  of 
the  hub  and  one  of  the  forks  and  thereby  re- 
lieving the  eccentric,  at  its  point  of  connec- 
tion with  the  hub,  of  undue  strain,  substan- 
tially in  the  manner  set  forth. 

690.602.  Motor  Cycle.  Hiram  H.  Peirce, 
Indianapolis,  Ind.,  assignor  to  Annie  W. 
Patee,  Indianapolis,  Ind.  Filed  May  18,  1901. 
Serial  No.  60,840.    (No  model.) 

Claim. — 1.  In  a  motor  cycle,  the  combina- 
tion with  the  top  reach  and  the  head  and  the 
rear  stays,  the  seat-post  comprises  a  one- 
piece  upper  portion  liaviug  bifurcated  lower 
extensions  bowed  vertically  and  extending 
upwardly  and  forwardly  and  their  ends  con- 
nected in  a  reinfoicement.  the  lower  reach 
extending  from  the  head  and  connected  with 
said  reinforcement,  ;uk1  the  rear  forks  cross- 
ing the  bifurcated  lower  portion  of  the  post 
and  connected  in  said  reinforcement,  and  the 
rear  forlis  crossing  the  bifurcated  lower  por- 
tion of  the  post  and  connected  in  said  rein- 
forcement, substantially  as  shown  and  de- 
scribed. 

690,706.  Pneumatic  Tire  Protector.  Clai'- 
ence  (i.  Dinsmore.  Staatsburg,  N.  Y.  Filed 
.\pril  18,  1901.    Serial  No.  50,389.    (No  model.) 

Claim. — 1.  A  double-tube  pneumatic  tire 
h.nvi'  g  a  shield  interposed  between  the  outei- 
aiid  inner  tube,  the  ends  of  the  shield  over- 
lajiiin^-  and  being  free  to  permit  the  shield 
to  yield  in  the  direction  of  its  length,  the  said 
shield  bein^  formed  with  outwardly  extend- 
ing flanges  arranged  to  embed  themselves  in 


the  material  of  the  outer  tube  to  hold  the 
sliield  in  place,  as  set  forth. 

690,718.  Bicycle  Support.  Victor  M.  Ga- 
brielle.  National  Soldiers'  Home,  Virginia. 
Filed  July  1."),  1901.  Serial  No.  68,315.  (No 
model.) 

Claim.— 1.  In  a  bicycle  support,  a  fork-sec- 
tion composed  of  a  rear  member  having  open- 
ings for  the  bolts,  a  front  member  having 
liiterally  elongated  slots  for  the  passage  of 
the  fastening  bolts  and  arranged  to  lap  in 
front  of  the  fork,  and  provided  with  a  seat 
for  tlie  latch-plate,  the  bolts  connecting  said 
front  and  rear  members,  and  the  latch-plate, 
substantially  as  set  forth. 

090,733.  Bicycle.  Harold  Jarvis,  Buffalo, 
N.  Y..  assignor  of  one-half  to  Richard  H. 
Thompson,  Buffalo,  N.  Y.  Filed  June  17. 
1901.    Serial  No.  64,777.     (No  model.) 

Claim.— 1.  In  a  bicycle,  the  combination  of 
a  frame  comprising  a  steering-head  arranged 
at  its  front  end.  a  forked  frame  for  the  rear 
wheel  arranged  at  its  rear  end  and  an  inter- 
mediate reach  composed  of  a  pair  of  tube 
members  arranged  one  above  the  other  and 
connected  at  their  front  ends  to  the  steering- 
liead  and  at  their  rear  ends  to  the  lower 
front  portion  of  said  rear-wheel  frame, 
whereby  said  wheel-frame  extends  above  the 
upper  reach  member,  a  seat  mounted  on  the 
upper  reach  membei",  immediately  in  front  of 
the  rear  wheel  frame,  a  cranli-shaft  jour- 
nalled  on  the  lower  reach  member  near  the 
steering-head,  and  driving-gearing  connecting 
the  crank-shaft  with  the  rear  wheel,  substan- 
tially as  set  forth. 

690,784.  Bicycle  Seat.  Harold  Jarvis,  Buf- 
falo, N.  Y.,  assignor  of  one-half  to  Richard  H. 
Thompson.  Buffalo,  N.  Y.  Filed  August  19, 
1901.    Serial  No.  72,462.    (No  model.) 

Claim.— 1.  The  combination  of  a  bicycle- 
frame  comprising  a  steering-head,  a  rear- 
wheel  frame  and  n  reach  member  extending 
rearwardly  from  the  steering-head  and  con- 
nected at  its  rear  end  to  the  lower  front  end 
of  said  rear-wlieel  frame,  whereby  the  upper 
portion  of  the  latter  frame  projects  above  the 
reach  member,  a  seat  having  a  back-rest  and 
supported  upon  said  reach  member  immedi- 
ately in  front  of  the  projecting  upper  portion 
of  said  rear-wheel  frame,  and  a  brace  or  con- 
nection extending  rearwardly  from  the  bp"k- 
rest  of  the  seat  to  the  adjacent  raised  portion 
of  said  rear-wheel  frame,  substantially  as  set 
forth. 

690,750.  Sparking  Coil.  Marcus  H.  Mof- 
fett,  Cleveland,  Ohio,  assignor  to  the  Na- 
tional Carbon  Company,  Cleveland,  Ohio,  a 
corporation  of  New-Jersey.  Filed  Feb.  9. 
1901.    Serial  No.  40,662.    (No  model.) 

Claim.— 1.  A  sparking  coil  consisting  of  a 
core  having  a  head  at  each  end  and  a  coil  of 
wire  around  the  core  between  the  heads,  tlie 
terminal  wires  of  said  coil  extending  througli 
openings  in  the  upper  head,  combined  witli  ii 
metallic  case  snugly  embracing  the  coil  and 
extending  beyond  tho  upper  end  thereof,  a 
distance-ring  within  the  case  outside  of  said 
terminal  wires  at  the  upper  end  of  the  coil 
and  substantially  filling  the  .space  to  the 
head  of  the  case,  a  metallic  head  for  said 
case,  ami  a  pair  of  binding-posts  insulatingly 
carried  by  said  head  and  projecting  into  the 
space  within  said  distance-ring,  said  terminal 
wires  being  clamped  to  said  binding-posts 
within  said  space,  substantially  as  described. 

690.903.  Composition  for  Repairing  Bicycle 
Tires.  ( )lin  J.  Campbell  and  Jacob  B.  Beam. 
Bigrun,  Pa.,  said  Beam  assignor  to  said 
Campbell.  Filed  June  7,  1901.  Serial  No. 
()3,G13.     (No  specimens.) 

Claim.- The  herein-described  composition 
of  matter,  consisting  of  gum-arabic,  gray 
ochre,  whiting,  rye  flour  and  lampblack,  in 


substantially  the  proportions  specified. 

690,908.  Vehicle  Wheel  Tire.  Johann  Lud- 
\\  ig,  Mayence,  Germany,  assignor  of  one-half 
to  Ferdinand  Sichel,  Mayence,  Germany. 
Filed  Feb.  18,  1898.  Serial  No.  670,837.  (No 
n'odel.) 

Claim.— A  woven  fabric  adapted  for  use  in 
connection  with  bicycle  oi'  other  tires,  com- 
posed of  narrow  longitudinal  strips  of  metal 
and  relatively  broad  strips  of  spring  metal 
extending  transversely  across  the  fabric,  the 
said  transverse  strips  being  separated  and 
out  of  contact  with  each  other  and  having 
their  ends  bent  upwardly  to  engage  with  the 
fljinges  or  cliannels  of  a  wheel  rim,  substan- 
fi.illy  as  described. 

690,601.  Device  for  Automatically  Inflat- 
ing Pneumatic  Tires.  George  O.  Morris,  Mo- 
line, 111.,  assignor  of  two-thirds  to  Samuel  S. 
Crompton  and  George  H.  McKinley,  Moline, 
111.  Filed  Aug.  22,  1901.  Serial  No.  72,907. 
(No  model.) 

Claim. — ^^The  combination  with  one  of  the 
forks,  the  axle,  the  pneumatic  tired  wheel 
and  its  hub  of  a  bicycle;  of  a  pump  con- 
nected to  the  valved  nipple  of  the  wheel,  a 
segmental  eccentric  strap  secured  to  the 
pump  rod,  an  eccentric  having  a  portion  of 
its  rim  broken  away  and  provided  with  a 
segmental  portion  fixedly  secured  to  the  hub, 
said  eccentric  being  engaged  by  said  strap, 
and  an  arch  shaped  brace  fixed  to  the  eccen- 
tric and  located  to  one  side  of  the  broken 
rim  portion  of  said  eccentric  and  said  seg- 
mental portion,  and  having  a  recess  which 
is  engaged  by  the  axle  between  one  end  of 
the  hub  and  one  of  the  forks,  and  thereby 
relieving  the  eccentric,  at  its  point  of  con- 
nection with  the  hub,  of  undue  strain,  sub- 
stantially in  the  manner  set  forth. 

690,908.  Vehicle  Wheel  Tire.  Johann  Lud- 
wig,  Mayence,  Germany,  assignor  of  one- 
half  to  Ferdinand  Sichel,  Mayence,  Germany. 
Filed  Feb.  18,  1898.  Serial  No.  670,837.  (No 
model.) 

Claim.— A  woven  fabric  adapted  for  use  in 
connection  Avith  bicycle  or  other  tires,  com- 
posed of  narrow  longitudinal  strips  of  metal 
and  relatively  broad  strips  of  spring  metal 
extending  transversely  across  the  fabric,  the 
said  transverse  strips  being  separated  and 
out  of  contact  with  each  other  and  having 
their  ends  bent  upwardly  to  engage  with  the 
flanges  or  channels  of  a  wheel  rim,  substan- 
tially as  described. 


Graphite  and  its  Uses. 

The  uses  of  graphite  are  many;  55  per 
cent  of  the  total  production  is  employed  in 
making  crucibles;  15  per  cent  for  stove 
polish;  10  per  cent  for  foundry  facings;  5 
per  cent  for  paint;  5  per  cent  for  lubricants; 
and  tlie  remaining  10  per  cent  includes  lead 
pencils  and  all  other  applications. 

Thus,  althoiigh  the  pencil  making  industry 
employs  altogether  about  fifteen  thousand 
people,  yet  the  quantity  of  gTaphite  used  is 
comparatively  small.  The  world's  total  out- 
put is  probably  about  60,000  tons,  and  half 
of  this  is  of  the  crystalline  kind  and  the  rest 
of  the  amorphous  kind. 

The  uses  to  which  it  is  put  depend  largely 
on  certain  of  its  physical  characteristics, 
none  of  its  uses  except  as  foundry  facing 
involving  any  chemical  reaction.  Its  prin- 
cijial  properties  are  infusibility  at  tempera- 
tures below  that  of  the  electric  arc.  its  great 
capacity  for  absorbing  and  transferring  heat. 
its  comparatively  high  electrical  conductiv- 
ity, and  that  peculiar  softness  which  allows 
of  its  yielding  by  contact  with  other  sur- 
faces, and  which  is  the  reason  for  the  use 
of  graphite  in  lead  pencils,  lubricants,  and 
polishes.  It  readily  adheres  to  sny  surface, 
and  is  polished  by  the  slightest  friction. 


398 


THE  BICYCUNG  WORLD 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 

1         ^ 


LIGHT   WBIGHT   RACING   MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


I.  A.  WE5T0N  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  CRHOE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  man  value  for 
the  money  than  the  use  of  the 

MORSE  r5S!^h  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Prictioniess 
Rocker  Joints.  Insist  on  having  the 
Morse  Twin  Roller.  Fits  regular 
sprockets. 

Send  for  Cataloinie  and 
Trade  Price  to 

Morse  Chain  Co..  irumansburg:,  n.  y. 


WANTS  AND  FOR  SALE. 

15  cents  per  line  of  seven  words,  cash  with  order. 

A      MOTUR    BICYCLE    for  $2.50   per   week- 
An  automobile  for  512.50  per   week.     Auto- 
mobile  and     Motor-Bi   Co.,   Room   814,    Colonial 
Bldg.,  Boston. 

Th  OR  SALE — First  class  bicycle,  gun,  and 
sporting  goods  business  in  a  growing  city, 
present  population  20,000.  Comparatively  no 
competition.  Ill  health  reason  for  selling.  Cor- 
respondence solicited.  Address  P.  O.  Box  437 
Meridian  Miss. 


The  Crosby  Company, 

BUFFALO,    N.    Y., 

Sheet  Metal  Stamping. 


aTME  PMOENlJir 


COASTER-BRAKJL 


INDUSTRIAL  MACH.C0.6YRACUSE>ry. 


-'^^#ilC^fe 


-,,^:.,.^...,..~*iJIMllfeH 


Century  Cycles 

couldn't  be  better. 

MILWAUKEE  CYCLE  CO.,    Milwaukee,  Wis. 

NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  MFO.  CO., 
Buffalo,  N.  Y. 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical construction.finish  and  materials  used, 
that  it  is  possible  to  produce.  Made  in 
one  grade  only,  the  highest.  Handsome 
in  appearance;  simplein  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fil- 
ings and  crank  hangers  on  the  market. 
Our  igo2  prices  are  low.    Write  for  them 

ARMSTRONG  BROS.  TOOL  CO., Chicago. 


r  >♦»♦♦»♦»♦♦♦♦♦♦♦♦♦ ♦♦»♦»»♦♦»»# 
ITAND  AND  FOOT  PUMPS,   ^ 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

I  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  W«terbury,  Conn. 
Depots:  aio  Lake  St,  Chicago. 

43)  Broome  St.,  New  York 


1^. 


IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  bars  and  extensions  tor  1902  and 
you  will  be  agreeably  surprised.  Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


SOLAR  LAMPS 

ALWAYS   SATISFY. 

Badger  Brass  Mfg.  Co.,  Kenosha   Wis. 


HAS  AP0INT0NLYX6IN.  DIAMETER. 
THE  MAQIC  is  as  good  as  ever.    But  prices  are  dif- 
ferent.     Get  our  new  quotations  for   1902  and   you 
will  be  right  in  it.      You  will  find  it  well  worth  the 
trouble. 
THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEEST.,  CHICAGO,  ILL. 

''D.  &  J."  HANGERS 

FOR 

Single, 

Tandem, 

Triplet, 

AosoLuTELT  THE  BEST    Quad  ani 
Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  the  World. 
Park  City  Mfg.  Co..  !nc.,  Chicago 


"LIBERTY"  CHIMES 


BICYCLE  anl 
MOTOR  CYCLE  BELLS 


Original  in  Design.  Practical  in  Construction. 

Superb  in  Finish. 


In  a  word  their  general   excellence  has  made  them 
pre-eminent  everywhere. 


FOR  SALE  BY  ALL  THE  LEADING 
JOBBERS. 


USED  BY  ALL  DISCRIMINATING 
PURCHASERS, 


LIBERTY  BELL  CO.,   Bristol,  Conn. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW.       I    '     "^^^241% 

In  which  li  incorporated  "  The  Vheel  and  Cycling  Trade  Review  **  and  the  **  American  CycBrt." 


.X-L. 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  January  23,  1902. 


No.   17 


RENEWING  THEIR  INTEREST 


New   York  Veterans  Join  in   Organizing  a 
Club — Cycle  Show  Discussed. 


It  is  reasonably  safe  to  say  that  cycling 
affairs  in  the  metropolitan  district  will  be 
considerably  livelier  during  the  cm-rent  sea- 
son than  has  been  the  ease  of  late  years. 

Steps  to  that  end  were  taken  at  a  meeting 
held  in  the  Grand  Union  Hotel,  this  city,  on 
Thursday  evening  last,  when  there  was  laid 
the  ground  work  of  an  organization  that 
should  be  capable  of  accomplishing  much 
good.  Most  of  those  who  attended  are  iden- 
tified with  the  trade,  and  rank  as  cycling 
veterans.  In  early  years  nearly  all  of  them 
had  been  concerned  in  nearly  all  those  affairs 
and  organizations  which  gave  movement  and 
interest  to  cycling,  but  they  had  "grown 
away"  from  everything  of  the  sort,  and  their 
getting  together  was  almost  in  the  nature  of 
a  revival  meeting. 

The  meeting  organized  with  E.  G.  Betts, 
of  the  Bicycling  World,  chairman,  and  W. 
M.  Brewster  secretary.  The  upshot  of  the 
ensuing  discussion  was  the  adoption  of  a 
resolution  that  a  permanent  organization  be 
entered  into,  a  committee  of  five— Alex 
Schwalbach  (chairman),  Edward  A.  Davis, 
George  W.  Shannon,  L.  C.  Boardman  and  E. 
L.  Ferguson— being  appointed  to  select  a 
name  and  draft  a  constitution  and  bylaw^s. 
They  will  report  at  a  meeting  to  be  held  on 
Thursday  next,  30th  inst. 

There  was  some  debate  as  to  whether  the 
club  should  be  confined  solely  to  the  trade, 
but  this  sentiment  did  not  prevail;  the  mem- 
bership will  therefore  be  open  to  all  active 
wheelmen.  The  matter  of  a  cycle  show  also 
was  discussed  informally,  but  opinion  was 
divided  and  a  definite  understanding  post- 
poned until  a  future  meeting. 

Aside  from  the  show,  a  coaster-brake  con- 
test, a  motor  bicycle  endurance  run  and 
several  other  events  of  a  nature  calculated 
to  arouse  interest  are  on  the  tapis,  and 
doubtless  will  be  held  during  the  summer 
months. 

An  idea  of  the  nature  of  the  revival  may 
be  gleaned  from  the  personnel  of  some  of 
those  present,  viz.:  Will  Russell  Pitman, 
who  taught  Colonel  Albert  A.  Pope  to  ride; 


Elliott  Mason,  for  nearly  nineteen  years 
manager  of  the  Columbia  branch  on  Warren 
street;  E.  ,J.  Willis,  who  brought  over  the 
first  pneumatic  tire;  E.  L.  Ferguson,  who 
imported  the  first  diamond  frame,  and  W.  M. 
Brewster,  for  many  yeai'S  treasurer  of  the 
L.  A.  W.  Among  others  in  attendance  were 
T.  F.  Merseles,  now  assistant  to  the  presi- 
dent of  the  American  Bicycle  Co.,  and  once 
a  prominent  club  and  League  ofiicial;  George 
W.  Shannon,  manager  of  the  Stearns  Bicycle 
Agency,  and  also  once  active  in  club  affairs, 
and  Charles  E.  Walker,  Eastern  sales  man- 
ager of  the  American  Cycle  Mfg.  Co.  As- 
surances of  support  from  many  equally 
prominent  were  also  received,  and  others 
that  have  since  accrued,  make  certain  that 
the  club  will  not  lack  numerical  stren^tli. 


KOKOMO  IN  THE  FOLD 


De  Long  Manufacturing  in  Phoenix. 

Do    Long's     •tankless"    motor    bicycle,    in 
which  the  fuel,  batteries,  coil,  etc.,  are  car- 
ried in  the  frame  tubes,  will  shortly  make 
its  appearance  in  marketable  quantities, 
(luantities. 

!Mr.  De  Long,  who  until  two  months  ago 
was  in  the  retail  trade  in  this  city,  has  be- 
conie  a  member  of  the  Industrial  Machine 
Co..  of  Phoenix,  X.  Y.,  and  since  his  removal 
lo  tliat  place  has  been  making  his  bicycle 
ready  to  meet  the  demand.  It  is  expected 
that  the  first  run  will  be  turned  out  next 
month. 

Coincident  with  these  occurrences  the  In- 
dustrial Machine  Co.  has  incorporated,  with 
a  capital  of  .t!25,000  and  these  directors: 
William  IT.  Haberle,  Edward  Oswald,  G. 
Erwin  De  Long,  G.  P.  Hermance,  George 
Fink  and  August  Fink,  all  of  Syracuse,  and 
J.  I.  N'an  Dorn.  of  Phoenix. 


A.  B.  C.  Will  Market  Hotor  Bicycles. 

All  doubts  as  to  the  attitude  of  the  Amer- 
ican Cycle  ^Ifg.  Co.  toward  the  motor  bi- 
cycle may  be  dispelled;  it  is  now  possible 
to  state  definitel,y  that  they  will  market  one, 
and  that  it  will  make  its  appearance  in  April 
or  thereabouts.  It  will  be  the  belt  driven 
machine  with  which  they  were  first  en- 
gaged and  not  the  bevel  geared  one  with 
which    some   experiments   were    imdei-talven. 


Joins  the  Tillinghast  Licensees  and  a  Bitter 
Legal  Fight  is  Averted. 


The  expected  fight  between  the  Single 
Tube  Automobile  and  Bicycle  Tire  Co.  and 
the  Kokonio  Rubber  Co.  is  oft". 

Before  even  the  former  had  placed  its 
published  ban  on  Kokomo  tires  for  alleged 
infringement  of  the  Tillinghast  patent 
Messrs.  Spraker  and  Krouse,  of  Kokomo, 
had  reached  the  scene  of  action  in  New 
York,  and  until  late  on  Saturday  there  was 
war  in  the  air.  The  Kokomo  people  were 
disposed  to  fight,  and  fat  fees  for  patent  at- 
torneys were  in  sight.  Between  Satiirday 
and  I\Ionda5-,  however,  an  olive  branch  was 
waved,  a  truce  was  declared,  and  all  parties 
in  interest  met  and  "reasoned  togetlier." 

On  Tuesday  peace  was  formally  declared. 
ITnder  the  adjustment  the  Kokomo  Rubber 
Co.  is  granted  a  new  license,  the  ban  on  their 
tires  is  lifted,  and  the  injunction  proceed- 
ings against  their  Boston  representative,  C. 
S.  Knowles  will  be  quashed. 

With  Kokomo  in  the  fold,  the  Tillinghast 
people  are  now  able  to  present  a  united 
front:  the  settlement  also  carries  with  it  that 
tire  prices  are  now  fixed  and  will  no  longer 
be  tinkered  with  by  any  of  the  licensees, 
since  Kokonto's  chief  reluctance  to  take  out 
a  new  license  was  due  to  previous  lapses  in 
this  regard. 


Steel  Tubing  Again  Advanced. 

The  Shelby  Steel  Tube  Co.  has  again  ad- 
vanced prices  on  tubing;  the  increase  aver- 
ages 10  per  cent. 


Removal  Affects  Headquarters  Only. 

The  removal  to  Chicago  of  President 
Bromley,  of  the  American  Cycle  Mfg.  Co., 
and  his  staff",  as  reported  in  last  week's  Bi- 
cycling World,  has  given  rise  to  some  little 
misunderstanding.  The  fact  does  not  ap- 
pear to  have  been  generally  grasped  that 
the  removal  affects  only  the  headquarters 
staff,  that  is.  the  general  sales  and  pui"- 
chasing  departments  domiciled  in  the  Park 
Row  building,  and  that  it  in  no  way  dis- 
turbs or  interferes  with  the  Eastern  Sales 
Department  at  152-154  Franklin  Street, 
which  will  be  continued  exactly  as  hereto- 
fore, with  Charles  E.  Walker  as  its  man- 
ager. The  sundry  department,  under  Man- 
ager Cox,  also  remains  at  that  address. 


410 


THE  BICYCUNG  WORLD 


SPECIALISM  IS  BUSINESS 


Its  Evolution  and  Advantages-  -Trade  Jour- 
nalism as  its  Offspring  and  Helper. 


In  the  modern  industrial  world  the  trade 
or  class  press  fills  the  same  place  that  the 
specialist  fills  in  other  walks  of  life.  In  the 
early  days  of  civilization,  of  educational  and 
industrial  development,  there  was  little  need 
of  specialism.  The  tiller  of  the  soil  made 
his  own  clothes  and  utensils,  and  only  as 
civilization  advanced  and  barter  began  did 
man  begin  to  realize  that  "every  man  to  his 
trade"  was  a  better  maxim  than  "Jacli  of 
all  trades,"  says  H.  J.  Bohn  in  an  exchange. 

The  literature  and  ascertained  facts  in  the 
medical  and  surgical  field  have  become  so 
vast  that  students  and  practitioners  in  that 
field  find  it  entii-ely  impossible  to  acquire 
all  the  important  linowledge  obtainable,  so 
they  devote  themselves  to  a  study  of  some 
one  branch  or  phase,  the  eye,  ear.  heart, 
lungs,  skin,  etc.,  bending  all  their  time,  en- 
ergy and  talent  to  master  one  part  of  the 
human  system.  So  lawyers  become  special- 
ists in  real  estate,  corporation  law,  criminal 
law,  etc.  Modern  development  tends  con- 
stantly more  and  more  to  specialization,  so 
there  are  no  longer  men  who  make  watches 
or  shoes,  but  mechanics  who  run  machines 
that  make  only  parts  of  watches  and  shoes. 

This  tendency  to  specialism  in  professions 
and  business  produced  the  trade  press,  a 
\ery  natural  as  well  as  necessary  dt'A-elop- 
ment  in  business  and  professional  life.  That 
there  are  many  trade  or  class  publications 
that  have  little  merit  is  just  as  natural  as 
that  there  are  incompetent  farmers,  manu- 
facturers and  merchants.  No  man  of  sense 
would  condenm  all  the  manufacturers  in  a 
certain  line  because  the  goods  of  one  of  them 
had  proven  unsatisfactory;  yet  there  are 
many  manufacturers  and  merchants  who 
have  tried  some  inferior  trade  paper,  and  on 
the  results  have  condemned  all  the  publica- 
tions of  that  line  or  class. 

The  field  of  the  trade  paper  is  wherever 
business  is  transacted  in  the  manufacturing 
and  mercantile  world,  and  the  class  and 
professional  newspaper  field  extends  into 
every  phase  of  literature,  art  and  religion. 
At  a  period  when  tlie  population  was  small, 
newspapers  and  other  pul)lications  verj'  few, 
and  every  person  wlio  could  and  did  read 
perused  these  publicatioris,  anything  written 
about  or  advertised  in  these  mongrel  publi- 
cations met  the  eye  of  all  who  read.  How 
different  to-day!  Millions  of  reading  people, 
thousands  of  newspapers  and  journals,  and 
specialization  carried  to  such  an  extremity 
that  men  and  women  not  only  do  not  at- 
tempt to  keep  posted  on  general,  mechanical, 
professional,  industrial  or  commercial  mat- 
ters, but  not  even  in  any  one  of  these  fields, 
devoting  all  attention  and  energy  to  merely 
one  phase  of  one  branch,  makes  an  entirely 
different  condition  and  environment  in  life. 

To-day  the  successful  business  man  must 
have  everything  pertaining  to  his  line  boiled 


down  to  the  most  condensed  and  available 
form.  All  the  news,  the  information,  the 
technical  points  concerning  his  field  of  opera- 
tion, must  be  at  close,  quick,  comprehensive 
grasp.  The  field  of  the  trade  or  class  paper 
is  to  present  to  its  constituencj'  constant, 
complete,  correct  information  on  everything 
that  can  interest,  enlighten,  instruct  or  profit 
such  constituency.  The  modern  business  man 
w^ho  does  not  avail  himself  of  the  work  of 
the  man  or  men  who  devote  their  entire 
time  to  gathering  and  presenting  in  conven- 
ient form  all  information  obtainable  in  his 
line,  is  a  long  way  from  up  to  date.  A  me- 
chanic without  modern  tools  is  no  more  at  a 
disadvantage  than  a  business  man  without 

"  Free  Wheel  "  Idea  Dates  From  '69. 

In  England  they  have  been  delving  into 
the  misty  past  in  the  search  for  the  original 
"free  wheel"  or  coaster-brake  idea.  Record 
has  been  found  of  a  number  of  bicj'cles  in 
which  it  was  incorporated,  the  earliest  dat- 
ing back  to  18059.  This  was  discovered  in  an 
issue  of  "Every  Boy's  Magazine,"  and  is 
shown  by  the  accompanying  illustratiou.     It 


appeared  in  couuection  with  an  article  deal- 
ing with  velocipedes,  which,  among  other 
things,  stated:  "Another  plan  may  be  fol- 
lowed, which  has  many  advantages.  The 
wheel  may  hi-  left  free  on  the  axle,  as  in  an 
()r<liiiai-y  (■■•n-ri;i.ue.  and  on  tlae  outside  of  the 
nave  a  strong  iron  [ilate  may  be  screwed, 
working  wiili  a  ratchet.  The  crank  arm 
will  rlicn  run  free  when  descending  an  incline. 
It  will  lie  observed  that  the  "ratchet  clutch' 
is  ])i\-nt(Nl  to  the  crank  itself." 

conliuuous  information  of  all  that  transpires 
in  his  field  of  operations.  The  field  of  the 
trade  paper  consists  in  being  a  medium  be- 
tween buyer  and  seller,  manufacturer  and 
merchant,  producer  and  consumer,  and  its 
reading  columns  must  be  a  mentor,  a  com- 
pendium from  week  to  week  and  month  to 
month,  while  its  advertising  columns  must 
represent  adequately  the  men  and  concerns 
engaged  in  the  line  represented. 

As  to  the  intluence  of  the  trade  press,  just 
as  the  country  ^Aeekly  within  its  small  con- 
stituency has  a  greater  influence  upon  its 
readers  than  the  metropolitan  press  upon  its 
readers,  so  the  trade  press  has  vastly  more 
weight  within  its  constituency  than  any 
other  publication  whatsoever.  A  trade  paper 
that  has  not  such  influence  is  a  weakling. 
The  trade  paper  of  standing  and  merit  is 
comi)ell(>d  to  be  honest  and  deal  correctly 
.■|nd  fairly,  otlierwise  it  cannot  secure  or 
liold  patronage.  Untruthful  or  incorrect  flg- 
nres  or  perverted  facts  will  quickly  sound 
its  death  knell.  Its  influence,  therefore,  is 
powerful,  and  will  continue  to  be  more  and 


more  powerful,  in  proportion  to  the  develop- 
ment along  correct  lines  of  these  trade  or- 
gans and  the  increased  interest  in  and  un- 
derstanding of  the  value  of  such  publications 
by  enterprising,  aggressive,  wide-awake  busi- 
ness men  and  their  representatives  and  em- 
ployes. 

The  manufacturer  or  merchant  who  to-daj"^ 
"has  no  use  for  the  trade  paper"  simply  ad- 
vertises himself  as  a  "back  number,"  and 
should  "go  'way  back  and  sit  down." 


Position  of  the  Motor. 

In  a  recent  discussion  that  came  about 
from  a  lot  of  old  timers  relating  early  ex- 
periences in  repairs  and  construction,  the 
motor  bicycle  came  in  for  an  hour's  talk 
that  proved  the  need  of  creeping  before 
walking.  Not  to  detail  everything  in  the 
category,  the  subject  of  the  proper  place  for 
the  motor  as  affecting  the  stability  of  the 
bicycle  came  in  for  lengthy  argument. 

The  exact  position  was  touched  upon,  but 
the  real  argument  came  from  the  diftereuces 
of  opinion  as  to  a  high  position  or  a  low 
position.  And  the  subject  is  yet  open,  as  no 
agreed  opinion  was  obtained.  This  is  the 
conditioi;i  that  the  actual  making  and  de- 
signing will  be  in  until  there  is  a  wider  ex- 
perience to  furnish  cumulative  data  from 
which  to  work. 


Cause  of  Austria's  Satisfaction. 

The  Austrian-Hungarian  cycle  trade  is 
shaking  hands  with  itself  because,  wdiile  its 
exports  have  decreased,  its  imports  have 
dwindled  even  more  largely.  The  total  im- 
port for  the  ten  months,  .Tanuary-October, 
1900,  amounted  to  358.020  kronen,  Avhich 
has  been  reduced  for  this  year  to  228."80 
kronen;  35  per  cent  of  the  total  came  from 
<Jci-m;iny.  15  per  cent  from  America,  and 
only  2  per  cent  from  Great  Britain.  The 
total  export  for  the  same  period  in  1900 
amounted  to  1.328,2.50  kronen,  against 
!»."')2.140  kronen  in  1901.  Austrian  cycles  go 
mainly  to  (Jermany,  which  takes  nearly  half 
of  the  total,  and  the  rest  goes  to  Italy.  Swit- 
zerland. Denmark.  Sweden  and  Norway. 


No.  6  the  Proper  Alloy. 

I'or  small  motor  construction  where  alu- 
minum is  used  there  has  been  much  uncer- 
tainty as  to  what  alloy  to  use.  From  an 
extensive  experience  it  can  be  definitely  ad- 
vised that  the  best  alloy  for  this  purpose  is 
that  known  as  No.  (!.  This  (an  be  bought 
of  the  reduction  companies,  and  its  purchase 
will  not  only  give  positive  satisfaction,  but 
will  save  the  annoyances  and  uncertainties 
of  trying  to  get  up  an  alloy  that  will  do  the 
work. 

Suggests  a  Cycling  Language. 

The  French  Touring  Club  proposes  a  thing 
that  would  be  a  better  thing  for  the  trade 
than- it  would  be  for  those  whose  particular 
good  w.is  planned.  The  projiosal  was  that 
an  international  cyclists'  language.  !<>  )»■ 
known  as  Esperanto,  be  built  up  to  facilitate 
the  intercourse  of  cyclits  from  all  i^uartevs 
of  the  globe. 


THE  BICYCUNG  WORLD 


4U 


BETTER  THAN  BOOM  TIMES 


Racycle  Establishes  a  New  Record  in  Sales 
—Methods  That  Achieved  Results. 


It  should  surprise  none  to  learn  that,  de- 
spite the  so-called  depression,  the  Miami 
Cycle  and  Mfg.  Co.  is  doing  a  remarkahle 
business  in  Racycles. 

In  dealing  with  the  Racycle  policy  some 
four  weeks  since  the  Bicycling  World  inti- 
mated quite  broadly  that  it  was  producing 
substantial  results— results  that  have  grown 
with  the  weeks.  It  is  the  full  extent  of  the 
growth  that  will  cause  the  pessimistic  and 
fainthearted  to  gasp  for  amazement. 

The  Racycle  record  is  just  this:  It  sur- 
passes the  record  of  even  the  boom  years. 
The  news  Is  conveyed  by  a  telegram  of  date 
the  20th  inst.  from  the  Miami  people,  as 
follows: 

"Banner  week.  More  orders  received  last 
week  than  on  any  previous  three  weeks 
since  the  invention  of  the  Racycle.  We  are 
working  double  force  day  and  night." 

While  the  statements  may  be  received  with 
doubt  in  some  quarters,  those  "'in  the  know" 
will  give  it  immediate  and  unquestioned  cre- 
dence. It  is  simply  a  triumph  of  reputation 
and  real  aggressiveness. 

While  others  were  filled  with  woe  or  were 
half  full  of  doubt  and  timidity,  the  Miami 
Co.  took  advantage  of  the  situation  and 
crowded  on  its  faith  and  energy  to  the  full. 
It  put  more  money  into  printers'  ink  than 
ever  before,  and  instead  of  reducing  its 
travelling  staff  it  doubled  it,  having  nearly 
forty  men  on  the  road,  scouring  the  country 
in  every  direction.  The  hesitation  and 
cheese-paring  of  not  a  few  other  manufact- 
urers simply  made  things  easier  for  the  Ra- 
cycle people,  and  for  the  last  few  weeks  it 
has  been  known  that  the  business  has  been 
literally  rolling  Miamaward.  The  inspiring 
news  conveyed  by  the  telegram  from  Mid- 
dletown  was  not  therefore  wholly  unex- 
pected. 

Unusual  ilid-winter  Sales. 

One  of  the  unusual  and  unexpected  <U'vi'I- 
opments  is  the  volume  of  retail  sales  re- 
ported during  December  and  January.  The 
reports  come  from  several  of  the  larger  cities 
in  the  East,  and  all  agree  that  nothing  like 
so  many  bicycles  were  ever  before  sold  dur- 
ing those  months.  Magnificent  weather  miglit 
account  for  the  conditions  in  some  places, 
but  in  others  snow  is  on  the  ground  and  the 
state  of  the  sky  can  therefore  have  little  to 
do  with  the  matter.  This  tendency  of  so 
many  buyers  not  to  wait  until  the  so-called 
riding  season  opens  is,  however,  sufficiently 
marked  to  require  remark  and  constitutes 
a  hopeful  sign. 


Marshall-Wells  With  Two  Millions. 

The  Marshall- Wells  Hardware  Co.,  the  big 
hardware  and  cycle  jobbing  house  of  Dulutli, 
Minn.,  has  incorporated  under  New-Jersey 
laws,  with  capital  stock  of  $2,000,000. 


Motocycle  Originations  Prom  Ohio. 

While  they  are  not  ready  to  market  it, 
Frayer  &  Miller,  Columbus,  Ohio,  have  in 
active  use  a  motor  bicycle  in  which  not  a 
few  originalities  are  incorporated  and  which 
is  of  eye-pleasing  appearance,  as  the  accom- 
panying illustration  attests. 

For  the  position  of  the  motor— low  and  in 
rear  of  the  crankhanger— they  claim  a  better 
balance  of  the  machine  and  a  position  in 
which  motor  vibration  least  affects  both  bi- 
cycle and  rider. 

The  motor  case  is  brazed  on  the  frame  the 
same  as  ordinary  crankhanger  fittings.  The 
top  of  the  cylinder  is  securely  tied  to  the 
saddle  post  tube,  and  the  exhaust  pipe  and 
mufiler  run  back  and  tie  to  the  rear  axle, 
thus  bracing  the  cylinder  securely  in  the 
frame.  The  lower  tube,  the  lower  horizon- 
tal tube  and  the  saddle  post  tube  are  utilized 
to  circulate  air  to  keep  the  lower  end  of  the 
piston  cool,  to  dry  the  air  and  remove  all ' 
dust  from  it  before  entering  the  cylinder. 
The  upper  horizontal  tube  carries  fresh  hi- 


RUMOR  ABOUT  RUBBER  GOODS 


bricating  oil,  and  the  gasolene  tank  is  sup- 
ported between  the  two  parallel  horizontal 
tubes. 

The  motor  itself,  the  inventors  say,  is  a 
radical  departure  from  anything  which  is 
built,  and  they  do  not  use  the  jump  spark, 
believing  "that  our  igniter  eliminates  more 
trouble  than  any  other  one  thing  we  have." 
But  of  the  igniter  they  say  nothing.  -The 
gasoline  mixing  valve  is  "entirely  automatic 
for  all  speeds  and  conditions  of  asmosphere 
and  cannot  freeze  up."  Lubrication  is  ef- 
fected by  splash  system  of  oil  inside  crank 
case,  the  oil  being  replenished  by  fresh  oil 
from  top  tube  as  it  is  consumed. 

The  control  is  very  simple  and  is  accom- 
plished without  taking  the  hands  from  the 
liandlebar  grips.  At  the  right  grip  is  a  small 
lever,  by  pressing  which  the  motor  is  in- 
stantly stopped,  allowing  the  machine  to 
coast  like  an  ordinary  bicycle,  and  by  reliev- 
ing the  pressure  the  motor  instantly  takes 
up  its  worlc  again.  At  the  left  grip  is  an- 
other small  lever,  which  controls  the  speed 
according  to  the  rider's  wishes.  The  motor 
is  3  B.  H.  P.,  and  total  machine  weighs  100 
pounds. 


■Buffalo  Branch  Spreads  Itself. 

The  Buffalo  branch  of  the  Hartford  Rub- 
ber Works  Co.  has  taken  in  the  adjoining 
store.  The  enlargement  will  give  more  room 
not  only  for  Hartford  and  Dunlop  tires,  but 
for  a  complete  stock  of  mechanical  rubber 
goods,  druggists  sundries,  etc.,  which  will  be 
hereafter  carried. 


New  York  Bankers  Said  to  be  Seeking  Con- 
trol—Reports Promptly  Repudiated. 


Considerable  interest  has  been  aroused  by 
a  report  from  Boston  stating  that  New  York 
banking  interests  were  soliciting  underwrit- 
ing subscriptions  in  connection  with  the 
Rubber  Goods  Mfg.  Co.  The  alleged  move 
is  supposed  to  have  some  bearing  on  the 
stock  recently  taken  over  from  Charles  R. 
Flint,whereby  control  would  rest  in  the  hands 
of  the  banking  interests  in  question.  The 
idea,  so  it  is  said,  was  to  eliminate  some  of 
the  water  in  the  stock. 

Men  identified  with  the  Rubber  Goods  Mfg. 
Co.  denied,  however,  the  report,  and  say  that 
no  plans  are  under  way  for  the  reorganiza- 
tion of  the  company.  They  declare  that  the 
company  is  in  a  prosperous  condition,  and 
that  the  rumor  of  radical  changes  was,  no 
doubt,  inspired  by  enemies  of  the  company. 
U.  D.  Eddy,  vice-president  of  the  Rubber 
Goods  Mfg.  Co.,  was  among  those  who  de- 
nied  the   reorganization   rumors. 

It  is  understood  that  the  Rubber  Goods 
Mfg.  Co.  had  a  very  prosperous  year  in  1901, 
and  that  its  net  earnings  aggregated  $1,800,- 
000,  which  is  equal  to  7  per  cent  on  both 
classes  of  stock.  The  mechanical  rubber 
trade  is  said  to  be  in  a  remarkably  prosper- 
ous condition. 


Shelby  Men  Step  out. 

W.  Stacy  Miller,  president  of  the  Shelby 
Steel  Tube  Co.  before  its  absorption  by  the 
United  States  Steel  Corporation,  and  who 
went  to  Pittsburg  at  the  time  of  the  trans- 
fer, has  stepped  down  and  out,  and  is  now 
recuperating  at  Lakewood.  F.  A.  Brown,  the 
former  Shelby  sales  manager,  has  also  re- 
tired; he  has  returned  to  San  Francisco, 
wlience  he  came. 


Chance  to  Cultivate  the  Danes. 

The  first  cycle  and  automobile  show  ever 
lield  in  Denmark  is  scheduled  for  March 
9-16  at  Copenhagen.  Denmark  is  a  good 
bicycle  country,  and  one  well  worth  culti- 
vation not  only  because  of  itself,  tout  be- 
cause of  the  proximity  of  Norway  and  Swe- 
den. The  show  in  question  should  therefore 
commend  itself  to  the  American  trade. 


Good  Chains  for  a  Song. 

The  withdrawal  of  the  Indiana  Chain  Co., 
of  Indianapolis,  is  supplying  some  rare  op- 
portunities for  the  purchase  of  good  chains 
and  chain  parts.  The  prices  they  are  quot- 
ing to  close  out  the  stock  on  hand  should 
move   it  in   short  order 


flerseles  Sails  Suddenly. 

Theodore  F.  Merseles,  assistant  to  the 
president  of  the  American  Bicycle  Co.,  un- 
expectedly sailed  yesterday  for  Europe.  The 
cause  of  the  sudden  departure  is  not,  of 
course,  public  property. 


412 


THE  BICYCUNG  WORLD 


■\                 ■                    ■ 

IT  WAS  A 

MotinnQl 

^F      ^^ 

^C\ 

NaiiDiiai 

LIKE  THIS 

13                                                ^1^'^                                                      "^K 

THAT     FENN     RODE 
WHEN  HE  MADE  THE 

%                M 

5  MILE  WORLD'S   UN- 

^                  ^^--^p^ 

Vk                             .^^ 

PACED  COMPETITION 

^Sii    ■lir'^    ■     ^ 

^Ifc^    ^g^ 

RECORD,  J0.33  2-5.       :i 

^ 

3&S^3^ 

WE  HAVE 
ISfUMEROUS  ^'GOOD  THINGS'' 

National  Cycle  Mfg.  Co., 

FOR  1902. 

BAY  QTY,  MICH. 

Equal   them  —  If  you   can. 

Investigate  the  merits    of   other  tires — find  out  what  they  are  made 
of,  how  they  are  made  and  how  much  they  cost.     Then  look  up  the 


FISK  TIRE. 


It  will  stand  investigation.  It  will  stand  comparison.  It  will  stand 
use.  Why  ?  Because  it  is  made  right — right  materials,  right  methods  of 
construction. 

You  cannot  find  a  better  tire  than  the  Fisk  —  you  can  easily  find 
many  that  are  inferior  to  it.     All  we  ask  is  an  investigation. 


FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 

BOSTON,  SPRINQFIELD,  NEW  YORK,  PHILADELPHIA,  SYRACUSE, 

604  Atlantic  Ave.  40  Dwight  St.,  83  Chambers  St.  916  Arch  St.  423  So.  Clinton  St. 


BUFFALO, 

28  W.  Qenesee  St. 


DETROIT, 

252  Jefferson  Ave. 


CHICAaO, 

54  State  St. 


\^mmm^mmfm^mmmi 


mssB^m 


THE  BICYCUNG  WORLD 


413 


-THE 


FOUNDED^ 

In  which  is  Incorporated 
'  -iie  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  G©©OMflN   eOMPHNY, 

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and  its  branches. 

1^°"  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
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^ff^  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
■^    Address  us  at  P.  0.  Box  649. 

Nkw  York,  January  23,  igo2. 

The  Breaking  of  the  Cloud. 

That  the  atmosphere  is  clearing  and  trade 
spirits  reviving  is  becoming  as  plain  as  print. 

Hopefulness  and  determination,  coupled 
with  inquiries  and  promises  of  a  substau- 
tial  nature,  are  rapidly  dissipating  the  de- 
pression that  for  many  mouths  has  hung 
over  the  trade  lilie  a  wet  blanlset.  Smiles 
are  giving  place  to  sighs,  and  all  thoughts 
are  now  of  the  vreather. 

The  people  who  do  not  feel  or  reflect  the 
rejuvenation  are,  as  was  stated  a  few  weeks 
since,  mainly  those  manufacturers  who  are 
little  known  to  the  outside  world,  and  who 
have  no  reputation  or  agency  system,  and 
those  whose  business  depended  chiefly  on 
such  manufacturers.  Some  of  the  latter  are 
in  dire  straits,  and  at  this,  the  eleventh,  hour 
are  making  desperate  efforts  to  churn  repu- 
tations out  of  skim  milk  and  prove  them- 
selves devoted  friends  and  slaves  of  the 
agent  who  occupied  so  small  a  share  of  their 
attention  and  consideration  so  long  as  the 
"big  buyers"  and  the  cutthroats  purchased 
their  outputs. 


Practically  all  of  the  other  manufacturers, 
the  ones  who,  with  a  thought  of  the  mor- 
row, valued  their  good  name  and  the  good 
will  of  the  retailer,  and  who  did  not  hide 
and  are  not  hiding  their  lights  under  a 
bushel,  are  reaping  their  just  rewards.  They 
are  full  of  good  cheer,  and  their  agents  are 
sharing  the  sentiment. 

Generally  speaking,  the  day  of  the  mere 
cheapness  and  of  the  unknown  and  little 
known  bicycle  is  over.  The  cycle  trade  is 
emerging  from  its  slough  of  despond. 

Retailers  can  aid  in  lifting  it  higher  by 
remaining  true  to  those  who  have  been  true 
to  them,  and  by  living  in  the  present,  not  in 
the  past;  they  can  scatter  the  clouds  more 
quickly  by  keeping  their  troubles  and  past 
distresses  to  themselves  and  not  repeating 
them  to  their  customers,  who  simply  re-re- 
peat them  until  the  molehill  really  appears 
a  mountain. 

Manufacturers  can  contribute  to  the  result 
by  choking  the  travelling  salesmen  who 
"swing  around  the  circle"  recounting  the 
past  greatness  of  the  trade  and  comparing 
it  with  more  recent  might-have-beenness. 

In  short,  now  that  things  are  unmistaka- 
bly looking  up,  it  is  time  to  cease  what  is 
conveyed  by  that  vulgarism,  "knocking." 
The  men  in  the  trade  have  damaged  their 
own  interests  by  doing  as  much  "knocking," 
if  not  more  of  it,  than  all  other  people  com- 
bined. 


New  York's  liood  Example. 

It  is  pretty  much  a  matter  of  cycling  his- 
tory that  "as  does  New  York  so  does  the 
country." 

The  century  runs,  cycle  shows,  "society" 
whirls,  road  races,  hill  climbs,  coasting  con- 
tests and  other  etcetera  which  did  so  much 
to  advertise  the  bicycle  and  stimulate  cycling 
interest  were  all  inaugurated  here,  and 
swept  the  country  in  successive  waves  of 
more  or  less  intensity. 

The  preliminary  organization  in  New  Yorlc 
last  week  of  a  club  of  "reincarnated  enthu- 
siasts" with  objects  of  the  sort  in  view  sug- 
gests that  history  may  repeat  itself,  in  a 
measure  at  least. 

The  example  set  is,  at  any  rate,  worthy  of 
general  imitation.  It  can  do  no  harm;  it  is 
likely  to  do  much  good. 


The  Effect  of  «•  Extras.  " 

When  a  maker  or  dealer  starts  to  reason 
out  the  causes  that  have  prevented  a  more 
general  purchase  and  acceptance  of  such  im- 
provements as  cushion  frames  and  coaster 


brakes,  has  it  ever  occurred  to  them  .that, 
because  they  have  presented  these  fixtures 
to  their  customers  as  extras  they  have  an- 
tagonized a  very  fixed  quantity  in  the  human 
makeup? 

The  average  man  (or  woman)  has  but  to 
recall  any  experience  of  his  own  in  buying 
goods  for  his  personal  use  to  fully  realize  the 
situation.  Let  him  call  to  mind  some  visit 
to  a  tailor  for  a  suit  of  clothes,  and  he  will 
remember  that  after  picking  out  a  pattern 
of  cloth  that  satisfied  him  at  the  price  pre- 
viously understood,  it  was  suggested  that 
for  so  much  more,  a  mere  fragment  of  the 
total  price,  he  could  have  a  much  superior 
lining  or  some  other  extra.  What  was  the 
result?  Is  it  not  a  fact  that  the  man  who 
was  making  the  sale  committed  an  offence, 
and  that  you  experienced  a  feeling  of  re- 
sentment, if  not  antagonism? 

Speaking  generally,  "extras"  tend  to  dis- 
comfit or  drive  away  trade,  just  as  "options" 
serve  to  attract  it. 

When  you  sell  bicycles  it  is  well  to  remem- 
ber that  the  other  fellow  buys  from  you  with 
just  the  same  human  attributes  and  preju- 
dices that  you  have  in  buying  your  life's 
necessities  from  some  other  seller.  We  are 
told  that  the  successful  salesman  is  the  one 
who  studies  his  customer  and  follows  up 
with  action  points  and  hints  thus  gained. 
True;  but  the  big  men  in  the  selling  branch 
of  business  are  men  who  also  study  custom- 
ers in  the  concrete.  They  start  out  with  a 
knowledge  of  human  foibles  and  human  prej' 
udices,  and  on  this  understanding  they  base 
their  campaigns.  The  battles  of  this  cam- 
paign, the  individual  sales,  are  then  fought 
out  in  the  study  of  each  customer  and  in  fol- 
lowing up  the  points  and  hints  that  accrue. 
.  So  it  is  with  coaster  brakes  and  cushion 
frames.  Many  a  sale  has  been  lost  because 
you  can  lead  a  horse  to  the  water,  but  you 
cannot  make  him  drink.  The  customer  had 
been  cleverly  handled  according  to  modern 
lights  and  precepts.  He  had  been  allowed 
to  ruu  through  the  entire  gamut  of  saddles, 
tires,  handlebars  and  colors  of  enamel,  until 
he  had  gotten  the  bit  between  his  teeth  and 
believed  he  was  master  and  you  a  mere 
atom.  Therein  he  was  not  showing  any 
special  viciousness,  nor  was  he  open  to  par- 
ticular criticism;  he  was  only  enjoying  the 
gusto  of  human  nature  and  touching  ,ofC  the 
fuses  quick  and  fast.  The  mistake  was  then 
made  of  trying  to  mix  "options"  with  "ex- 
tras" in  entirely  wrong  proportions  and  in 
worse  order.  -  ; 

The  customer  had  berai  familiar  with  the 
options  because  he  had  bought  in  other  sea- 


4V4 


THE  BICYCUNG  WORLD 


sons,  or,  If  he  was  a  recruit  to  the  ranks, 
because  he  had  friends  who  had  thoroughly 
posted  him.  The  lead  should  have  been 
from  the  short  suit  and  his  attention  at  once 
directed  to  cushion  frames  and  coaster 
brakes.  The  advantages  of  either  or  both 
could  have  been  dwelt  upon  and  a  convert 
made  that  would  have  made  other  converts. 
A  season  of  this  work  would  have  furnished 
evidence  that  would  have  proved  the  desir- 
ability of  listing  models  making  these  feat- 
ures standards. 

Cushion  frame  machines  are  now  on  the 
market  as  distinct  models,  but  the  coaster 
brake  continues  as  an  extra,  whereas,  as  has 
before  been  suggested  by  the  Bicycling 
World,  it  might  be  better  from  all  stand- 
points if  it  were  listed  and  sold  as  a  standard 
model.  The  question  of  price  in  the  matter 
of  coaster  brake  models  is  a  matter  that  is 
perhaps  open  to  some  argument,  but  should 
a  maker  or  dealer  feel  that  coaster  hubs 
could  be  equipped  as  au  option  rather  than 
an  extra  the  difference  in  cost  could  be  made 
up  in  cutting  out  other  options,  as  it  is  well 
known  that  options  entail  many  other  costs 
than  the  mere  differences  paid  to  the  mak- 
ers of  the  various  parts  that  come  under 
the  catalogued  head  of  options. 

But  a  few  weeks  since  the  Bicycling  World 
published  the  testimony  of  one  of  the  owners 
of  the  cushion  frame  patents  on  this  very 
point.  He  echoed  the  views  here  expressed. 
While  the  cushion  frame  was  offered  merely 
as  an  "extra"  its  sale  was  comparatively 
liihited;  the  moment  the  cushion  frame  bi- 
cycle was  listed  as  a  standard  model  and  at 
a  fixed  price  its  sale  began  to  advance,  im- 
til  in  1901  it  scored  an  increase  of  300  per 
cent.  In  contemplating  a  purchase  few  peo- 
ple give  thought  to  "extras";  they  set  a 
price  iu  their  miuds  which  is  not  easily  dis- 
lodged. 


England's  Olorification. 

At  the  recent  cycle  and  automobile  show 
in  Paris  the  products  of  practically  all  na- 
tions were  represented.  There  were  French 
bicycles  and  American  bicycles,  likewise  ex- 
hibits of  English,  German,  Swiss,  Austrian 
and  Belgian  skill  and  handiwork;  but 
whether  designed  to  be  propelled  by  muscles 
or  motors,  the  best  and  greatest  of  all  were 
those  that  came  fi-om  England. 

On  this  score  there  is  no  possible  room  for 
doubt  or  dispute.  The  English  cycling  press 
is  agreed  on  the  point;  there  is  not  a  dis- 
cordant note  in  the  chorus  of  praise.  And,  of 
course,  that  settles  it!  No  frog  eating 
Frenchman,  no  bloomin'  Dutchman,  no  loud 


mouthed  Yankee  is  competent  to  say  other- 
wise. 

All  the  skill,  all  the  ability,  all  the  desire, 
all  the  concienciousness  in  cycle  manufacture 
is  centred  in  Great  Britain.  Perforce,  the 
product  of  the  rest  of  the  world  simply 
must  be  inferior.  The  Frenchman  is  merely 
au  animated  jumping-jack,  the  Teuton  a 
thick  headed  fool,  the  Yankee  a  consummate 
braggart. 

The  only  truly  competent  and  unbiassed 
judge  of  cycle  superiority  is  the  English 
cycle  pressman.  When  he  awards  the  palm 
to  the  British  bicycle  he  does  so  because  the 
British  bicycle  is,  without  if  or  ism,  indis- 
putably and  immeasurably  the  best;  the  fact 
is  clearer  than  crystallized  mud.  Yankees 
have  made  such  statements  regarding  their 
bicycles,  but  they  know  nothing  about  the 
subject.  Their  assertions  are  simply  Yankee 
"bounce."  If  your  English  cycle  pressman 
boasted  he  might  be  similarly  accused,  but 
he  never,  never  brags.  He  is  a  cold,  phleg- 
matic person  who  deals  with  Facts,  always 
with  a  capital  F.  Americans  are  world 
famous  as  braggarts,  you  know;  Englishmen 
as  the  world's  models  of  modesty  and  recti- 
tude. 

What  is  true  of  bicycles  is  as  true  of  bi- 
cycle accessories.  Tnis  is  equally  beyond 
dispute.  For  have  we  not  the  assurance  of  one 
of  these  Greatest  Britons  that  "the  quality 
of  the  American  best  is,  in  almost  every  in- 
stance, inferior  to  the  English  best?"  The 
only  reason  why  American  accessories  retain 
or  ever  attained  any  degree  of  success  abroad 
is  due  solely  to  the  unfortunate  fact  that  a 
few  fools  still  remain  on  the  island— that  is 
to  say,  and  to  quote  the  same  writer,  "the 
success  of  these  accessories  is  due  to  their 
being  handled  almost  entirely  by  British 
houses."  What  distressing  and  all-around 
inferior  persons  Americans  are,  anyway! 
Surely  Sir  Alfred  Austin,  poet  by  royal  ap- 
pointment to  the  British  people,  must  be  a 
despicable  muff  that  even  in  verse  he  would 
have  common  Americans  stand  shoulder  to 
shoulder  with  his  superior  brethren  iu  re- 
pelling Boers,  Russians,  Germans  and  the 
other  riffraff  of  the  earth's  surface. 

We  have  but  one  thing  to  be  thankful  tor: 
In  all  this  recognition  of  English  merit  an 
English  writer,  after  casting  Americans  and 
American  bicycles  into  the  sea,  undoes  him- 
self and  his  country  by  acknowledging  that, 
after  all,  "the  English  makers  learned  from 
the  Americans  a  great  deal  that  they  knew  on 
production,  organization,  distribution  and  ad- 
vertising methods." 

This, sounds  mightily  like  treason  to  the 


flag.  Having  followed  the  utterances  of  the 
English  cycling  press  for  many,  many  years, 
we  refuse  to  believe  it.  We  do  not— we  sim- 
ply cannot— believe  that  America  ever  pro- 
duced an  idea  or  an  article  that  was  original 
or  that  was  worth  a  tinker's  dam.  We  do 
not  believe  England  ever  learned  anything 
from  America  or  ever  will  learn  anything. 
We  do  not  believe  it  is  possible  for  any 
nation  on  earth,  or  above  or  below  earth,  to 
turn  out  anything  superior  to  or  as  good  as 
its  counterpart  produced  in  England.  We 
are  convinced  that  the  occasional  English- 
man who  admits  to  the  contrax-y  is  either 
dunce  or  traitor.  We  feel  that  we  know. 
We  have  been  schooled  by  the  free,  fair,  un- 
biassed and  never-bragging  English  cycle 
press.  It  is  a  stern  school,  but,  ah;  It 
knows — indeed  it  does! 


Faint  heart  ne'er  won  fair  lady  or  a  doubt- 
ful fight.  The  man  who  stands  shivering  on 
the  bank  will  be  blue  and  chattering,  while 
the  one  who  "plunges  right  in  and  shivers  it 
out"  will  be  glorying  in  the  exhiliration 
that  follows  the  plunge.  These  observations 
are  induced  by  the  inspiriting  record  of  the 
Bacycle  folk.  Their  record  simply  serves  to 
show  that  there  is  business,  and  plenty  of  it, 
when  it  is  "gone  after"  in  the  right  way 
and  when  men's  hearts  are  sti'ong  and  their 
backbones  are  in  their  backs  and  not  in 
their  boots. 


One  of  the  faults  to  be  found  with  many 
small  dealers  is  that  they  do  not  follow  up 
personal  or  other  inquiries  with  enough  con- 
sistency. Once  that  a  possible  customer  is 
learned  of,  he  should  be  followed  up  with 
persistency  until  there  is  a  positive  knowl- 
edge that  further  effort  would  be  useless. 


^lauufacturers  should  remember  that  one 
of  the  greatest  difliculties  that  retailers  have 
to  contend  with  is  to  get  again  in  touch  with 
orders  that  have  once  slipped  by  them  owing 
to  non-delivery  from  the  factory.  Ten  daj'^ 
or  two  weeks  after  call  may  seem  a  small 
matter  to  the  shipper,  but  it  counts  against 
him  iu  the  end. 


Retail  dealers  should  remember  that  their 
show  windows  are  a  part  of  their  advertising 
space.  To  frequently  change  copy  in  their 
local  advertising,  and  then  allow  their  show 
windows  to  present  the  same  appearance 
day  in  and  day  out,  is  inconsistent  and  not 
good  business  method. 


It's  hard  to  keep  a  good  thing  down— the 
cycle  show,  for  instance.  D'ye  hear  that 
voice  from  Mount  Ross? 


THE  BICYCUNG  WORLD 


415 


Write    for 
Handsome 
New 
(Catalogue 


ORIENT 


BieveLES 


MOTOR  eveLEs 

and  AUTOMOBILES 

WflLTHHM    MHNUFaeTURING    eOMPHNY 
WHLTHHM,    MaSSaeHUSETTS 


THE  WISE  MAN 

does  not  permit  himself  to  be  befogged  by  clouds  of 
words  or  self-made  claims.  If  he  is  interested  in 
coaster  brakes,  for  instance,  he  reads  all  there  is  to 
read,  hears  all  there  is  to  hear,  and  then  investigates 
for  himself  and  acts  accordingly ;  he  is  not  given  to 
buying  blindly;  to  "  be  true  to  himself "  he  cannot 
afford  to  do  so.  We  have  never  had  much  trouble  in 
convincing  that  type  of  man  of  the  true  worth  of  the 


IF   BEING   "TRUE   TO   YOURSELF"   IS   A 

PART     OF     YOUR    LIFE    CREED,    WE 

BELIEVE  WE  CAN  INTEREST  YOU. 


FORSYTH  MFG.  CO.,  -    Buffalo,  N.  Y. 


FOR  A  PROSPEROUS  NEW  YEAR 


TRY   THE 


Wolff  American 

RCS^al  Agencies 


and 


We  are  closing  rapidly  with  representative  dealers 
in  all  sections. 

If  you  are  looking  for  the  lines  that  will  put 
"  ginger  "  in  the  bicycle  business  and  make  it  profit- 
able, it  will  pay  you  to  write  us. 

t^*     ^*     t£^     1^* 

Stearns  Bicycle  Agency 

GENERAL  DISTRIBUTORS  OF 

Wolff- American  and  Re§:al  Bicycles 
Elfin  Juveniles 

SYRACUSE,   NEW  YORK 


4t6 


THE  BICYCUNG  WORLD 


CORRESPONDENCE 


Editor  The  Bicycling  World: 

Our  friend,  "Another  Sales  Manager,"  writ- 
ing iu  your  issue  of  January  9,  is  right  in 
saying  that  we  think  the  trade  discount 
should  be  granted  to  the  trade  alone.  We 
think  so  because,  in  our  opiuion,  this  is  the 
only  way  the  motocycle  game  can  be  built 
up  to  any  considerable  or  profitable  state. 

The  writer  appreciates  to  the  fullest  what 
our  friend  says  concerning  the  seeming  in- 
difference of  the  large  per  cent  of  dealers. 
It  is  small  wonder  that  this  is  so  when  one 
thinks  of  the  many  hard  knocks  the  dealer 
has  sustained  during  the  last  few  years.  We 
cannot  blame  him  for  not  taking  on  the  moto- 
cycle with  his  oldtime  vim,  but  rather  com- 
mend his  stand  in  requiring  us  flrst  to  get  a 
reputation  for  our  goods.  His  doing  this 
same  thing  indicates  that  his  eyes  are  wide 
open,  though  he  may  be  very  tired. 

The  writer  cau  also  appreciate  the  position 
and  feeling  of  the  dealer  better  than  mauy, 
from  the  fact  that  he  belonged  to  that  class 
for  many  years  and  knows  from  actual  ex- 
perience what  it  means  to  have  a  trade,  built 
up  by  hard  work,  ruined  through  some  short- 
sighted policy  of  a  manufacturer  like  the  one 
under  consideration. 

With  these  experiences  fresh  in  mind,  and 
knowing  the  value  of  a  loyal  army  of  agents 
(whose  loyalty  can  only  be  gained  and  held 
by  a  live  and  let  live  policy),  we  shall  stay 
by  the  agent,  to  whom  by  rights  the  business 
belongs  and  who  may  appear  a  little  dor- 
mant, but  will  wake  up  shortly  and  decide 
who  his  fi'iends  ai"e  and  act  accordingly.  It 
is  our  purpose  to  be  counted  among  his 
friends. 

Oh,  yes;  the  bicycle  agent  will  surely  wake 
up  to  the  possibilities  of  the  motocycle  and 
we  shall  yet  see,  and  soon,  too,  something 
like  old  times  again  in  this  new  game. 

We  would  advise  our  brother  to  be  patient 
yet  a  little  longer;   if  his  motocycle  is  reliable 


and  practicable  he  will  not  lack  for  custom- 
ers unless  he  drives  from  him  the  agent  who 
by  his  training  and  situation  can  best  look 
after  the  motocycle's  welfare. 

One  of  the  surest  ways  to  kill  this  pro- 
ducer (of  golden  eggs)  is  to  take  away  his 
just  profit  by  selling  or  offering  to  sell  to 
customers  naturally  his  at  the  same  price  you 
have  quoted  him.  '•Let's  don't."  We  won't, 
anyhow.  The  agent  is  a  friend  we  appreci- 
ate and  are  going  to  help  to  happiness  and 
prosperity  once  more. 

It  would  be  interesting  to  hear  from  the 
agents  themselves,  and  we  hope  soon  to  see 
iu  these  columns  their  side  of  the  qxiestiou 
from  one  of  their  number. 

WISCONSIN   WHEEL   WORKS. 
S.  F.  Heath.  Sales  Manager. 


Editor  The  Bicycling  World: 

Can  you  tell  me  why  there  are  so  mauy 
mixing  valves  used  on  motocycles  instead  of 
the  French  style  of  carburetter'/ 

G.  H.  CURTISS,  Hammondsport.,  N.  Y. 

[The  mixer  is  rapidly  displacing  the  (sur- 
face) carburetter  because  it  is  far  more  re- 
liable under  the  changing  conditions  of  road 
surface,  atmosphere  and  gasolene  supply. 
Where  surface  carburetters  are  used  the  gas 
is  made  by  drawing  air  across  the  gasolene. 
It  will  be  seen  from  this  that  the  constantly 
changing  square  surface  of  gasolene  that 
necessarily  takes  place  as  the  machine 
bumps  along  the  road  is  equally  constantly 
changing  the  mixture,  and  to  get  the  best 
results  it  would  be  imposed  upon  the  rider 
to  lieep  at  the  levers  which  control  the  mixt- 
ure and  that  run  to  each  end  of  the  tubular 
mixer  that  is  fixed  to  the  top  of  the  tank. 
The  varying  levels  of  supply  also  effect  this, 
and  unless  kept  in  constant  use  until  all  the 
gasolene  is  gone  there  is  apt  to  be  trouble 
in  starting  owing  to  stale  gasolene. 

With  the  mix;ers  of  the  kind  referred  to 
as  mixing  valves  none  of  these  conditions 
are  effective.     There  is  a  governable  fixed 


amount  of  gasolene  fed  to  the  device,  and 
there  may  or  may  not  be  a  governed  amount 
of  air.  The  gasolene  is  then  fed  to  some 
spraying  device  tliat  atomizes  it,  and  thus 
presents  a  breaking  up  of  the  gasolene  that 
may  be  said  to  offer  a  thousand  surfaces  for 
air  in  place  of  one.  This  naturally  permits 
lower  gravity  gasolene  to  be  used— a  very 
important  factor.] 


Editor  The  Bicycling  World: 

Having  failed  to  find  any  indication  of  a 
cycle  show  among  the  editorials  or  adver- 
tisements in  your  valued  paper,  I  beg  to  ask 
if  you  can  give  me  any  information  regard- 
ing the  subject.  As  heretofore  the  prepara- 
tions have  usually  been  well  under  way  be- 
fore this  time,  I  am  in  doubt  as  to  whether 
a  show  will  be  held  or  is  contemplated;  if 
one  is  in  view,  will  you  please  let  me  know 
about  what  date  it  is  likely  to  occur? 

A.  B.  MILLER.  Mount  Ross,  N.  Y. 

[It  is  now  too  late  even  to  contemplate  a 
national  show  such  as  was  held  in  previous 
years.  The  matter  of  a  metropolitan  show 
has  been  discussed,  and  is  in  the  category  of 
possibilities.  If  one  is  held  it  will  probably 
occur  during  March.] 


Rust  and  Enameling. 

Rust  is  the  bugbear  of  every  good  enamel- 
ler,  for  wherever  there  is  a  trace  of  it  there 
the  enamel  will  peel  away  first.  A  polished 
frame  should  never  be  touched  with  the  bare 
hand,  particularly  if  there  is  a  trace  of  per- 
spiration on  it,  as  it  will  quickly  produce 
rust.  Many  enamellers  first  wash  down  the 
frames  with  mineral  naphtha,  or  even  paraf- 
flne,  to  guard  against  rust.  The  frames  are 
then  put  into  the  stove  and  heated  up  to  a 
temperature  of  280  degrees  Fah.  Any  rust 
or  other  marks  reveal  themselves  at  once. 
This  process  is  usually  known  as  "sweating 
frames." 

The  motor  bicycle  is  the  ideal  automobile 
for  the  man  whose  habitat  is  the  hall  bed- 
room. 


:f^i^ojnj:   ^soo   ^o   #ss 


IS  A  LONG  LEAP,  BUT  THAN  THE 

INDIAN  BICYCLES, 

that  run  the  scale,  there  were  never  better  values 
offered  the  cycle-purchasing:  public.  Whether  it 
be  the  motor  bicycle  or  the  pedal-propelled  bicycle, 
INDIANS  are  of  a  class :  They  are  built  to  sell  and  to 
give  satisfaction  after  they  are  sold;  and  they  do  it,  too. 

WHOSE   AGENT   ARE    YOU  ? 


HE>IVI>K^E>    JSJiTCGt.   00]VXF»AIV"^,      -       »I>rirxgrfielcl,   JVXass. 


■^w^" 


THE  BICVCUNG  WORLD 


417 


WHEN  MOTORS  WEAKENS 

Some  of  the  Contributing  Causes  and  Their 
Cures-  Valves  Usually  Involved. 


The  gradual  weakening  of  the  power  in 
small  motors  lias  been  a  complaint  that,  in 
the  newness  of  the  use  of  these  motors, 
has  given  trouble  to  both  makers  and  users 
because  the  latter  could  not  be  sufficiently 
impressed  with  the  needs  of  watching  this 
factor,  and  because  they  would  forget  to 
try  the  various  remedies,  or  else  did  not 
know  how  to  try,  except  by  long  and,  seem- 
ingly to  them,  complex  methods.  This  grad- 
ual weakening  comes  from  loss  of  compres- 
sion at  one  of  the  following  points:  Seat  of 
exhaust  valve,  seat  of  intake  valve,  at  piston 
rings  and  where  head  joins  cylinder.  These 
points  are  here  mentioned  in  the  order  of 
their  probable  frequency. 


The  exhaust  valve  leaks  are  possible  from 
more  causes  than  are  those  at  any  of  the 
other  points,  but  the  most  frequent  cause  is 
due  to  faults  at  the  seat  itself.  Owing  to 
the  great  heat  of  the  exhaust  gases  which 
pass  through  this  valve,  the  seat  in  the 
valve  house  and  the  seat  of  the  valve  poppet 
corrode  very  rapidly  and  become  pitted. 
To  keep  a  good,  close  contact  of  the  two 
meeting  surfaces  requires  frequent  grinding. 
The  stem  of  this  poppet  passes  through  a 
hole,  that  acts  as  a  guide,  in  an  under  pro- 
jection of  the  valve  house,  and  through  a 
helical  spring  ending  a  short  distance 
below  the  end  of  this  spring.  Where  the 
stem  passes  through  the  guide  it  sometimes 
happens  that  it  does  not  act  as  freely  in  this 
guide  as  it  should,  because  a  poor  quality  of 
cylinder  oil  is  used  that  cakes  on  the  walls 
of  the  guide  and  prevents  free  movement. 
Owing  to  the  intense  heat  at  this  point  the 
spring  sometimes  loses  its  high  temper  and 
fails  to  seat  the  poppet,  except  in  a  lagging 
fashion.  Either  of  these  two  permits  a  cer- 
tain amount  of  the  fresh  gases  to  escape 
during  the  compression  stroke,  no  matter 
how  recent  has  been  the  grinding  of  the  seats. 


Another  cause  that  may  prevent  full  seat- 
ing, although  one  of  very  rare  occurrence,  is 
traceable  to  a  guide  used  in  connection  with 
the  stem  projecting  upwardly  from  the  shoe 
that  travels  on  the  exhaust  cam  operated  by 
the  half  gear.  As  this  half  gear  operates  in 
a  housing  that  is  cast  with  the  aluminum 
crank  case,  it  is  evident  that  the  soft  metal 
would  not  stand  much  wear  from  the  stem. 
For  this  reason  it  is  customary  to  screw  in 
a  guide  that  is  made  of  iron  or  steel.  If 
the  threads  cut  for  this  purpose  are  poorly 
made  the  guide  may  back  out,  and  in  so 
doing  press  against  tlie  lower  end  of  the  ex- 
haust spring  seat,  thus  holding  the  valve  open. 

Other  causes  for  non-seating  will  be  found 
in  stems,  of  either  the  exhaust  poppet  or 
the  exhaust  shoe,  that  are  too  long  in  them- 
selves or  that  are  too  long  because  of  some 


mls.tak-e  in  assembling.  In  all  cases  there 
should  be  about  one  thirty-second  of  ah  inch 
.space  between  the  ends  of  the  stems  when 
in  jointly  inoperative  position.  This  space 
is  necessary  because  the  poppet  stem  ex- 
pands as  it  becomes  heated,  and  if  the  two 
stems  actually  met  while  the  motor  was  cold 
it  can  be  realized  that  this  expansion  would 
prevent  a  perfect  valve  seating.  The  over- 
length  from  poor  assembling  means  this: 
The  distance  between  the  two  stem  ends 
may  have  been  correctly  provided  for,  but 
its  importance  can  be  made  nil  be- 
cause of  the  chances  for  poor  assembling, 
from  the  fact  that  their  relative  positions 
are  controlled  from  three  parts— the  head, 
cylinder  and  crank  case.  It  is  more  than 
likely  that  in  designing  the  maker  has  pro- 
vided for  gaskets  at  each  end  of  the  cylin- 
der. It  will  be  appreciated  that  if  either  or 
both  gaskets  are  left  out  trouble  is  going 
to  come  as  soon  as  the  engine  is  set  up  and 
an  attempt  made  to  run  it.  Another  cause 
that  may  give  trouble  will  come  from  canted 
adjustments  of  the  parts,  even  though  the 
gaskets  are  put  in  place.  In  bolting  the 
parts  together  care  should  be  taken  to  avoid 
any  tipping  or  twisting  out  of  alignment. 


This  bad  assembling  may  bring  the  stems 
too  near  together,  with  the  results  above 
noted,  or  it  may  position  them  too  far  apart. 
If  the  latter  is  the  case,  then  ti'ouble  is 
going  to  come,  no  matter  how  good  the 
seating  of  the  valve.  The  effect  of  having 
the  stems  too  far  apart  is  to  throttle  the  ex- 
haust, resulting  in  a  back  pressure  on  the 
piston  and  an  impoverishing  of  the  explo- 
sive mixture,  because  a  part  of  the  burnt 
gases  are  left  in  the  cylinder  after  the  ex- 
haust stroke,  due  to  the  fact  that  the  poppet 
does  not  get  Its  full  lift.  Another  cause  for 
this  short  lift  can  be  ti-aced  to  battered  down 
ends  of  the  stems.  The  ends  should  at  least 
be  case  hardened,  as  they  are  subjected  to 
a  terrific  pounding  at  a  very  high  spep-l. 
The  importance  of  these  matters  of  distance 
between  ends,  and  ends  capable  of  standing 
the  hammering  they  are  given,  is  not  as 
fully  realized  as  it  should  be.  Many  an 
experimenter  and  user  might  have  saved 
much  time  and  annoyance  if  proper  knowl- 
edge had  been  had  and  then  this  knowledge 
used. 


Intake  valve  troubles  come  from  poor  seat- 
ing, sticking  stem  and  weak  springs.  Out- 
side of  getting  proper  material  in  the  spring, 
;he  obvious  correction  on  this  score  is  to 
replace  in  new  springs  if  the  weakness  is  due 
to  overheating.  While  this  replacing  of 
springs  is  a  generally  safe  course  to  pursue 
when  in  doubt,  it  is  not  always  necessary,  as 
very  often  it  is  merely  the  adjustment  that 
is  wrong,  if  the  intake  is  provided  with 
same.  Sticking  stems  come  from  the  same 
cause  as  told  of  regarding  exhaust  poppet 
stems,  only  with  intake  poppets  this  trouble 
is  aggravated,  because  the  spring  is  much 
weaker  to  overcome  tne  resistance  set  up. 
With  some  motors  this  tendency  is  of  greater 
frequency    than-  with    others,   because  the 


guide  hole  Is  too  close  a  fit.  The  amount  of 
play  to  allow  the  stem  in  the  guide  Is  a 
nice  question,  as,  while  the  above  mentioned 
is  an  objection,  it  should  not  be  lost  sight 
of  that  if  too  loo.se  a  fit  is  made,  then  the 
poppet  will  cant  and  the  seating  will  be 
imperfect.  The  spring  must  not  be  depended 
upon  to  force  the  seating,  as  this  would  re- 
(luire  a  spring  of  too  great  a  tension  to  be 
overcome  by  the  vacuum  at  the  intake 
stroke.  To  offset  any  tipping  the  scheme  has 
been  tried  of  having  the  seat  of  the  poppet 
made  on  the  arc  of  a  circle.  It  can  be  seen 
that  the  objection  to  this  comes  from  the 
fact  that  each  time  the  valve  is  ground— in 
this  rounding  is  worked  away,  and  therefore 
loses  any  value  that  ft  might  have  had.  Too 
frequent  grinding  will  sometimes  bring  about 
trouble  by  making  a  pocket  in  the  housing 
seat,  and  along  this  edge  will  be  found  a 
hard,  burnt  crust  that  sometimes  holds  the 
poppet  partially  open.  , 


Tliis  brings  both  valves  to  the  remaining 
subject  of  grinding  in.  Both  poppets  are 
provided  either  with  hexagons  on  their  heads 
or  else  a  slot,  generally  the  latter.  If  the 
poppet  heads  have  a  hexagon,  use  a  cap 
wrench;  if  they  have  a  slot,  use  a  screw- 
driver to  twirl  them  on  their  housing  seats. 
Tlie  valves  should  be  revolved  backward 
and  forward,  always  moving  them  through 
more  than  a  complete  revolution.  If  using 
a  screwdriver,  be  sure  that  the  handle  is 
round,  so  that  it  may  be  held  between  the 
palms  of  the  hands  and  rapidly  rotated.  If 
quicker  work  is  desired  than  can  be  accom- 
plished by  using  the  ordinary  screwdriver, 
then  use  a  brace  with  a  screwdriver  blade. 
This  latter  will  permit  of  more  pressure 
l)eing  used. 


For  the  abrasive  substance  use  either  flour 
of  emery  or  rotten  stone.  With  the  former 
use  oil,  with  the  latter  use  water.  Rotten 
stone  will  take  longer,  but  will  give  a  much 
smoother  seating.  When  quick  work  is  de- 
sired and  at  the  same  time  a  particularly 
smooth  seating,  start  with  the  emery  and 
finish  with  the  stone.  Whichever  is  used, 
particular  pains  should  be  taken  to  wash 
away  the  refuse.  For  the  stone  use  water. 
For  the  emery  use  gasolene.  Some  authori- 
ties do  not  believe  at  all  in  the  use  of  emery, 
claiming  that  it  can  never  be  entirely  gotten 
rid  of,  as  it  is  so  hard  that  occasional  par- 
ticles become  bedded,  and  thus  scratch  one 
or  the  other  of  the  seats,  only  to  set  up  a 
possible  leak.  The  hint  is  here  given  that, 
should  an  owner  of  a  motocycle  be  caught 
on  the  road  without  material  to  grind  in  a 
valve,  he  can  use  the  particularly  fine  dust 
or  mud  usually  to  be  found  in  the  wheel 
ruts  and  mix  it  with  plenty  of  water.  Care 
should  be  taken  that  it  is  dust,  and  not 
gravel,  that  is  collected  for  this  purpose. 


"The  Motor:  What  It  Is  and  How  It, 
Works."  See  "Motocydes  and  How  to  Man- 
age Them."  $1.  The  Goodman  Go.,  Box  649, 
N«(W  York.  ••• 


THE  BICYCLING  WORLD 


The 

Kokomo  Rubber  Co 

having  deemed  it  wise  to  settle 
for  its  past  royalties  and  infringe= 
ments,  and  to  petition  for  a 

NEW  LICENSE  UNDER  THE  laUNGHAST  PATENTS, 


HAS  BEEN  GRANTED  A  LICENSE 


by  this  Company  and  is  now  fully 
authorized   to   manufacture    and 
sell  single  tube  tires. 


Single  Tube  Automobile  and  Bicycle  Tire  Co. 


THE  BICYCUNG  WORLD 


419 


ODDS  AND  ENDS 

The  material  that  enters  into  the  construc- 
tion of  our  wheels  is  its  own  best  spokesman, 
is  the  way  one  maker  puts  it. 

Before  a  rider  can  properly  adjust  a  sad- 
dle it  is  necessary  to  understand  the  value 
and  working  of  the  clip  by  which  it  is  se- 
cured to  the  machine. 


During  1901  the  members  of  the  Centm-y 
Eoad  Club  Association  of  New  York  com- 
pleted 1,129  century  runs;  the  previous  year 
their  record  was  1,223  "hundreds." 


Unless  the  story  that  comes  via  London 
lies,  that  oft-invented  and  long  drifting  cre- 
ation, the  water  cycle,  has  at  last  found  a 
welcoming  haven.  It  is  said  to  be  in  plenti- 
ful use  on  the  water  contiguous  to  Berlin. 


Smallest  Track  In  the  World. 

In  these  days  of  high-banked  indoor  tracks 
the  public  has  become  quite  accustomed  to 
the  manner  in  which  swiftly  speeding  bicy- 
cles apparently  defy  the  laws  of  gravita- 
tion. But  at  that  few  were  prepared  for 
such  defiance  as  that  wliich  New  Yorkers 
have  been  witnessing  at  Proctor's  Twenty- 
third  Street  Theatre  during  the  last  few 
weeks,  and  which  the  people  of  the 
other  large  cities  will  have  a  chance  to  wit- 
ness during  the  year.  It  is  nothing  less  than 
a  bicycle  race  on  a  125-lap  track  pitched  at 
an  angle  of  65  degrees.  The  accompanying 
illustration  will  convey  a  fair  idea  of  what 
the  track  or  "cycle  whirl,"  as  it  s  more  ap- 
propriately termed,  looks  like.  To  the  eye 
it  looks  as  much  like  a  waste  basket  of  he- 
roic size  as  anything  else,  and  the  manner 
in  which  five  men  can  hang  on  and  maintain 


Men  are  largely  judged  by  their  speech, 
and  those  who  talk  much  are  easily  "sized 
up."  The  man  who  "looks  wise  and  says 
little"  is  often  given  credit  for  knowing  far 
more  than  he  does  know. 


Think  of  a  tricycle  with  13  horsepower! 
Yet  this  is  the  power  claimed  for  the  ma- 
chine on  which  the  recent  flying  kilometre 
record  of  33  seconds  was  made.  This  speed 
equals  a  fraction  over  67%  miles  per  hour. 


The  municipal  pawnshops  of  Continental 
Europe  provide  not  only  ready  cash,  but  se- 
cure winter  storage — a  fact  which  is  appre- 
ciated by  cyclists,  among  others.  In  Paris 
more  than  five  thousand  bicycles  are  thus 
stored,  and  in  Vienna  seven  hundred.  In  the 
latter  place,  for  a  small  extra  fee  the  ma- 
chines are  overhauled  and  kept  in  order. 


ONE  HUNDKK.n  AND  TWENTV-MVE  LAP.S  TO  THE  MILE. 


One  man  can  turn  out  three  coaster-brakes 
in  a  day's  work  under  modern  shop  practice, 
in  spite  of  the  fact  that  there  are  nearly 
three  hundred  operations  and  handlings. 


Trade  is  said  to  be  booming  in  Natal. 
South  Africa.  The  November  imports  arc 
stated  to  have  been  the  largest  on  record, 
amounting  to  above  $5.000.0(K),  exclusive  of 
government  and  military  stores. 


"So  long  as  the  grass  grows  there  will  be 
horses  and  so  long  as  men  and  women  have 
legs  there  will  be  bicycles,"  is  the  manner 
in  which  Alois  Schwalbach,  the  sage  of 
Brooklyn,  hurls  back  the  oft-prattled  remark 
that  the  coming  of  the  automobile  foreshad- 
ows the  end  of  all  else. 


To  get  on  in  this  world  a  clerk  in  what- 
ever sphere  must  be  willing  to  do  anything 
which  he  is  asked  to  do  and  many  things 
which  he  is  not  asked  to  do.  Too  many  of 
them  fail  to  appreciate  the  latter  half  of  the 
fact. 


a  smart  pace  without  interfering  with  eaih 
other  is  little  short  of  marvellous.  They,  of 
course,  use  abnormally  low  gears  and  ap- 
pear to  move  much  faster  than  they  really 
do  move.  Stories  of  remarkable  times  have 
been  been  circulated,  but  to  a  Bicycling 
World  man  Manager  Schreyer,  who  controls 
the  "cj'cle  whirl,"  stated  that  it  is  doubtful 
if  a  mile  in  3m.  30s.  can  be  negotiated  by 
any  one.  The  race,  too,  is  deceptive,  and 
none  can  tell  who  really  does  win,  since  the 
track  is  but  fourteen  feet  at  its  base  and 
twenty-eight  feet  across  the  top;  the  strips 
of  wood  are  about  2%  inches  apart  at  their 
widest   point. 

Where  the  Strains  Centre. 

Dealers  who  are  at  work  this  winter  put- 
ting up  a  motor  bicycle  should  bear  in  mind 
one  incontestable  fact,  and  that  is  that  the 
greatest  strains  centre  in  a  circle  of  about 
six  inches  diameter,  with  the  lower  head  lug 
as  an   approximate  centre. 


As  well  employ  a  hobo  as  a  travelling  rep- 
resentative as  to  conduct  your  correspond- 
ence on  misfit  stationery  or  send  a  poorly 
printed  catalog  to  a  possible  customer,  sug- 
gests L.  L.  Cline.  In  either  case  it  will  de- 
tract from  the  dignity  of  yoiu-  house  and 
likely  leave  an  unfavorable  impression. 


"Motocyclee  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bouirf.  51. 
The  Goodman  Co.,  Box  649,  Nov  York.    ••• 


It  is  no  great  secret  that  the  cycle  trade 
of  this  country  during  1901  was  not  of  a 
nature  to  arouse  general  enthusiasm.  But 
the  real  depth  to  which  business  has  fallen 
has  but  just  been  brought  home  to  us  from 
across  the  sea.  The  English  paper  edited 
by  the  Irish  O'Reillj-— that  hater  of  all  per- 
sons and  things  American,  dollars  excepted— 
tells  its  readers  that  our  "ollapse"  is  so  ut- 
terly utter  that  "people  in  America  don't 
I'ide  cycles  except  in  cities,  and  so  low  lias 
their  intrinsic  value  become  that  it  doesn'l 
even  pay  to  steal  them  from  outside  the 
stores  where  they  are  left  unattended  by 
their     owners." 


42Q 


THE  BICYCUNG  WORLD 


THE  SUPERIOR 

Toe  Clip 

The  superior  TOE  CLIP  is  our 
flexible  and  adjustable  leather  toe 
clip. 

It's  simple  and  durable. 

It  is  attached  on  the  inside  of 
pedal  plate,  which  prevents  the 
clip  from  turning  on  the  pedal. 


ratcnted  .Tune  19,  1900. 


COLE'S 

Flexible  and  Adjustable 
Leather  Toe  Clip 

is  built  for  long  cranlcs  and 
low  frames.  It  cannot  strike 
the  ground.  There  is  no  pres- 
sure on  the  toes  and  no  scratch- 
ing of  the  shoes. 

Send  for  Catalog  No.  10. 

ALL  JOBBERS  HANDLE 
OUR  GOODS. 

G.W.  COLE  C0.,l45Broadway,New  York. 

IVlakers  of  the  famous  -"i^-v; 


^♦n 


THE  COASTER  BRAKE  THAT 


Proved  Worthy  of  \U  Highest  Award 

AT  THE  PAN-AMERICAN  EXPOSITION 


That's  It. ; 


THE  UNIVERSAL. 


OUGHT  TO  BE  WORTHY 

of  the  Investigation  of  every  thoughtful  man 

INTENT  ON  THE  PURCHASE  OF  COASTER  BRAKES. 


♦ 

: 

♦ 


Particulars   and   Prices  on    Request. 


UNIVERSAL  COASTER  BRAKE  CO.,  Buffalo,  New  York.  I 


■■■A     A.AAAAA.*. 


Veeder  Cyclometers 

STAND  ALONE. 


10  000  Miles  and  Repeat 


10,000    Miles 
and  Repeat. 


ACTUAI-  .STZE. 


Competition   lias   been  silenced   by  sheer 

...SUPERIORITY... 

Wheelmen  no  longer  ask  for  a  *'  CYCLOMETER." 
They  ask  for  a  "VEEDER." 
Those  two  words  are  synonymous. 

Dealers  can  secure  them  from  any  jobber  of  consequence  in  the 

United  States.     They  are  on  sale  in  every 

civilized  country  in  the  world. 


ACTUAL  SIZE. 


L 


Makers  of  CYCLOMETERS, 
ODOnETERS, 
^      COUNTERS, 
=  FINE  CASTINGS. 


THE  VEEDER  MFG.  CO., 

HARTFORD,  CONN. 


CATALOGUE  FREE. 


l-i-'.u*..i.M.-'  ,»J 


THE  BICYCUNG  WORLD 


42J 


RACING 


After  six  days  of  fast  riding  and  almost 
continuous  sprinting,  m  which  the  riders  in 
the  Philadelphia  six-days-eight-hours-per-day 
brolve  all  world's  records  for  a  forty-eight 
hour  race  hy  38  8-15  miles,  Howard  B.  P'ree- 
uian,  of  Portland,  Ore.,  crossed  the  line  a 
winner  by  a  wheel's  length,  with  Muuroe 
second,  Leander  third  and  Wilson  last. 

Had  it  not  been  that  Munroe  was  poclieted 
V)y  Wilson,  there  might  have  been  a  different 
story  to  tell;  despite  this,  he  came  around 
on  the  outside  and,  getting  through,  made  a 
desperate  effort  to  overhaul  Freeman,  finish- 
ing at  the  heels  of  that  rider. 

When  the  time  came  for  the  final  effort 
;ill  the  men  save  Freeman,  Munroe,  Leander 
and  Wilson,  who  represented  the  four  lead- 
ing teams,  were  called  off  the  track.  At  the 
l)istol  shot  announcing  the  last  lap  Freeman 
shot  out  on  the  backstretch  and  took  the  lead 
from  Leander.  Mimroe  was  after  them,  and 
at  the  tape  just  nipped  the  place  from  Lean- 
der, with  Wilson  only  a  few  inches  behind. 

It  was  a  sensational  finish,  and  the  crowd 
which  packed  the  armory  to  its  full  capacity 
were  stirred  to  the  highest  pitch.  The  score 
at  the  finish  was  as  follows: 

Miles.    Laps. 

Freeman  and  Maya 100±  10 

Munroe  and   McEachern 1004  10 

Leander  and  Rutz 1004  10 

Gougoltz  and  Wilson 1004  10 

Chevalier  and  Fisher 1004  9 

Uadfleld  and  King 1004  0 

Mueller  and  Barclay 1003  0 

The  best  previous  figures  were  900  3-10 
miles,  made  by  McFarlaud  and  Flkes  at 
Madison  Square  Gai'don  in  the  six  day  race 
of  1900. 


One  of  the  features  of  the  third  day's 
racing  at  the  Second  Regiment  Armory  was 
the  riding  of  tJougoltz.  Wilson,  his  team 
mate,  was  ill  and  unable  to  ride;  conse- 
quently Gougoltz  was  forced  to  ride  the  en- 
tire eight  hours.  During  the  afternoon  Fisher 
and  Chevalier  lost  a  lap  through  a  poor  pick- 
up made  by  Chevalier.  A  sprint  was  on  at 
the  time,  and  Fisher  was  nearly  lapped. 
Chevalier  relieved  him  by  joining  the  front 
bunch,  while  Fisher  was  still  far  in  the 
rear,  a  mistake  which  proved  disastrous. 
Shortly  before  the  finish  a  bad  spill  occurred 
through  the  swerving  of  Leander's  wheel. 
Hadfield,  who  was  riding  next  to  him,  fell, 
bringing  down  Freeman,  Fisher  and .  Gou- 
goltz. Hadfield's  collarbone  was  broken  and 
Freeman's  shoulder  was  sprained.  The  sprint 
at  the  finish  was  full  of  vim,  Leander,  Gou- 
goltz, Munroe,  Maya  and  Chevalier  alternat- 
ing in  the  struggle  for  the  lead.  On  the 
si)rint  for  the  tape  Gougoltz  was  in  the  lead, 
but  the  strain  of  his  eight  hour  ride  had 
evidently  been  too  severe,  for  Munroe,  com- 
ing around  the  track  like  a  whirlwind,  fin- 
ished in  the  lead  <by  a  length,  with  Maya 
second.  At  the  end  of  the  third  day's  riding 
(twenty-four  hours)  the  score  stood: 


Miles.    Laps. 

Gougoltz  and  Wilson 513  1 

Freeman  and  Maya 513  1 

Munroe  and  McEachern 513  1 

Leander  and  Rutz 513  1 

Hadfield  and  King 512  10 

Chevalier  and  Fisher 512  4 

Miieller  and  Barclay 512  2 

The  record,  510  miles. 


The  riding  on  Thursday,  the  fourth  day, 
was  devoid  of  exciting  features,  except  that 
Fisher  and  Chevalier  succeeded  in  i-egaining 
the  lap  lost  through  a  bad  pickup  made  by 
Chevalier  on  Tuesday.  A  steady  and  fast 
pace  was  maintained  during  the  day.  At 
the  finish  of  the  eight  hour  ride  the  racers 
were  nearly  twenty  miles  ahead  of  the  best 
previous  record. 

At  the  crack  of  the  pistol  for  the  last  mile 
Munroe,  Maya  and  Leander  led  in  the  order 
named.    On  the  second  lap  Leander  went  to 


Morgan  »Wright11res 
are  good  tires 


ONLY     WAY    TO    CURE 
SOME    LEAKY    TIRES     IS 
TO     PUT     INNER     TUBES    IN 
THEM,   THUS    MAKING 
THEM    DOUBLE -TUBE    TIRES 


Morgan  &Wright 


New  Yorr  Branch:    214-216  West  ♦7th  Street 

the  front  and  maintained  the  lead  until  the 
eighth  lap.  when  Munroe  jumped,  and,  de- 
spite Leander's  desperate  sprinting,  finished 
first,  Leander  second  and  Gougoltz  third. 
The  score  for  the  thirty -two  hours  was; 

Miles.    Laps. 

Gougoltz  and   Wilson 677  0 

Freeman   and   Maya 677  0 

Munroe  and  McEachern 677  0 

Leander  and  Rutz 677  O 

Chevalier  and  Fisher 676  11 

Hadfield  and  King 676  9 

Mueller  and  Barclay 676  1 

Champion   rode   an    exhibition   mile   on   a 
motor  bicycle  in  1:25  2-5. 


Sprint  after  sprint  and  jump  after  jinnp 
marked  the  riding  of  Friday.  Maya  rode 
114  miles  without  a  dismount,  going  five 
hours  in  the  saddle  from  the  start  in  order 
to  save  Freeman,  whose  shoulder  troubled 
him.  Eai-ly  in  the  afternoon  it  became  ap- 
parent that  trouble  was  brewing  between 
Leander    and     McEachern.     The    sprinting 


started  with  McEachern  the  aggressor,  Lean- 
der following  closely.  Several  times  the  pair 
were  far  up  on  the  bank.  Finally  the  cli- 
max was  reached,  when  McEachern  switched 
his  rear  wheel  and  Leander  hung  danger- 
ously close  to  the  edge,  with  a  drop  of 
twelve  feet  before  him.  McEachern  was 
warned  by  the  referee,  and  after  he  dis- 
mounted an  animated  discussion  took  place. 

Something  very  much  like  team  work  de- 
veloped during  the  day,  Wilson  starting  wild 
sprints  and  Freeman  refusing  to  follow,  mak- 
ing it  necessary  for  the  field  to  close  the  gap 
each  time.  Some  foul  riding  developed  also, 
Fisher  being  the  injured  party  in  a  fall.  He 
made  a  protest  against  Rutz  for  cutting 
down  on  him.  Hadfield  and  Mueller  lost  a 
lap  each,  and  Barclay  lost  another.  Gou- 
goltz led  the  last  mile,  with  Freeman,  Lean- 
der and  Munroe  on.  In  the  sixth  lap  Free- 
man went  up,  Avitli  Munroe  and  Leander 
after  him,  a  length  apart,  all  around  to  the 
tape.  The  score  at  10:30  p.  m.,  the  fortieth 
hour,  follows: 

Miles.    Laps. 

Freeman  and  Maya 842  10 

Munroe  and  McEachern 842  10 

Leander  and  Rutz 842  10 

Gougoltz  and  Wilson 842  10 

Chevalier  and  Fisher 842  9 

Hadfield  and  King 842  6 

Mueller  and  Barclay 841  9 

Champion,  on  a  motor  bicycle,  rode  his 
first  quarter  mile,  or  three  laps,  in  twenty 
seconds— a  gait  of  1:20  and  a  wonderful  per- 
formance. 


At  Albany  on  Monday  last  Assemblyman 
Brooks  introduced,  at  the  request  of  the 
National  Cycling  Association,  a  bill  designed 
to  allow  contestants  to  remain  on  the  track 
for  the  first  twenty-four  hours'  and  there- 
after not  more  than  eighteen  Iiours  a  day. 
Participants  who  violate  the  section,  or  man- 
agers who  permit  it,  are  to  be  guilty  of  a 
misdemeanor.  The  New  York  law  as  it  now 
stands  prohibits  any  contestant  remaining  on 
the  track  more  than  twelve  hours. 


The  Ixistoric  Austral  wheel  race  has  been 
finally  won  by  an  American,  William  Mar- 
tin, known  the  world  over  as  "Plugger  Bill" 
Jklartin,  of  Lowell,  Mass.  The  race,  a  two 
mile  handicap,  held  annually  at  Melbourne, 
Australia,  since  1886,  is  the  nearest  approach 
to  an  international  Derby  in  existence  to- 
day. The  first  prize  is  $2,000.  Martin  rode 
from  scratch,  and  is  said  to  have  won  sev- 
eral  thousands   in   wagers   and   otlierwise. 


Distribution  of  Hotocycle  Weight. 

The  correct  distribution  of  weight  on  bi- 
cycles promises  to  again  come  up,  now  that 
motor  cycles  are  so  rapidly  coming  into  favor. 
It  has  been  theoretically  attempted  in  ordi- 
nary bicycles,  but  has  never  reached  a  prac- 
tice. As  at  present  constructed  it  is  better 
to  place  the  greatest  weight  at  the  roar,  be- 
cause the  rear  diamond  is  diiplex  all  through 
and  cross  tied  with  the  short  l)races  that  ai-o 
placed  just  beyond  the  tire. 


422 


THE  BICYCUNG  WORLD 


The  Retailer ;  his  Hission. 

The  greai  general  public  and  tlie  customers 
of  the  retail  merchant  look  upon  his  mission 
in  life  as  confined  to  a  restricted  circle,  one 
the  circumfei"ence  of  which  includes  the  ordi- 
nary arts  of  attracting  trade,  supplying  the 
demand  for  his  goods  and  making  a  profit, 
said  John  A.  Lee  in  an  address  to  the  St. 
Louis  Retail  Grocers'  Association. 

The  retail  merchant  himself  is  prone  to 
take  such  a  view  and  conclude  that  his  mis- 
sion is  confined  to  money  making,  eating, 
sleeping  and  dying. 

It  is  a  most  hopeless  and  sordid  view  to 
take  of  life,  and  deprives  one  of  all  the 
brighter  hopes,  higher  ideals  and  finer  am- 
bition of  existence. 

I  think  that  a  part  of  the  retail  merchant's 
mission  is  to  accumulate  money,  thereby  in- 
creasing his  capital  and  his  scope  of  useful- 
ness, but  there  are  duties  that  he  owes  to 
himself,  to  his  family,  to  his  city,  State  and 
country,  and  to  God.  who  gave  him  life, 
which  must  Tiot  be  overlooked. 

The  retail  merchant  can  consistently  re- 
gard himself  as  the  guide  and  friend  of  the 
public  taste  and  .judgment  as  to  qualities 
and  values  of  merchandise. 

If  he  is  a  dealer  in  food  products  he  should 


consider  himself  the  guardian  of  the  public 
appetite  and  public  health,  and  permit  no  ar-" 
tide  to  pass  over  his  counter  that  is  not  of 
good  value  or  that  is  eveu  under  suspicion 
of  being  unwholesome  or  detrimental  to 
health. 

If  he  is  a  dealer  in  drygoods  or  clothing, 
millinery,  hats  or  shoes,  he  should  not  only 
endeavor  to  educate  his  customers  up  to 
buying  the  better  qualities,  but  should  so  en- 
deavor to  direct  their  judgment  as  to  induce 
them  to  buy  tasteful  and  well  fashioned  and 
fitting  articles,  for  he  will  thereby  not  only 
be  doing  himself  a  great  service  by  giving 
good  value  and  making  his  customers  pleased 
and  happy  and  well  contented,  but  he  will 
be  performing  the  higher  and  grander  duty 
of  elevating  the  public  taste  and  educating 
the  people  to  observe  higher  standards  and 
ideals. 

The  retail  merchants  of  the  United  States 
do  not  realize  the  great  power  for  good  that 
they  possess,  and  Avhich  could  be  exercised 
and  controlled  by  virtue  of  organization. 
There  are  in  the  United  States  113,000  retail 
general  stores,  103.000  retail  grocery  stores, 
and  it  is  estimated  that  there  are  altogether 
1.000,000  retail  dealers  in  all  lines  in  this 
country. 


Their  invested  capital  is  estimated  at  an 
average  of  $2,500  each,  aggregating  a  total 
of  $2,500,000,000,  an  almost  inconceivable 
sum— far  greater  than  the  combined  wealth 
of  all  the  Astors,  Vanderbilts,  Goulds,  Car- 
negies.  Rockefellers  and  many  other  great 
capitalists. 

We  hear  a  great  deal  in  these  days  of  the 
power  of  combined  and  incorporated  capital 
and  the  crushing  power  of  the  great  trusts. 
Those  combinations  can  oppress  labor  and 
enslave  the  wholesaler,  blast  the  prospects 
of  the  commercial  traveller  and  defy  the 
law;  but  when  they  encoiinter  the  American 
retailer  they  realize  that  they  are  in  contact 
with  a  force  that  cannot  be  trifled  with,  and 
they  bow  to  the  ground.  The  courtesy  is 
sycophantic,  however,  because  they  are  even 
now  looking  for  methods  and  experimenting 
with  them  whereby  they  can  control  retail 
distribution. 

Should  they,  through  the  passage  of  a  pai'- 
cels  post  bill  in  the  coming  Congress,  thereby 
converting  the  Postofflce  Department  into  a 
special  cheap  delivery  company  for  their 
products,  and  thereby,  at  the  expense  of  tlie 
taxpayers  and  by  special  privilege  of  law, 
send  their  goods  direct  to  consumers,  the 
American  retailer  can  realize  that  it  is  the 
beginning  of  his  end. 

The  remedy  for  this  and  other  actual  and 
impending  evils  is  through  the  power  of  in- 
fluence or  organized  effort. 


Wyoma  Universal 

COASTER,  BRAKE  AND  HUB  COMBINED. 
WILL  FIT  ANY  BICYCLE.  READY  TO  IN- 
SERT   IN  WHEEL  BY   LACING   IN   SPOKES. 

Wyoma  Detachable 

MADE  TO  FIT  THE  LEADING  STANDARD  HUBS. 
BOTH  MODELS  WILL  ALLOW  REAR  WHEEL  TO 

RUN  BACKWARDS. 

FIVE  PIECES,  SHOWING  CONSTRUCTION- OF  1902  MODELS. 

NO    FIBRES.  NO   BALLS. 

FULLY  GUARANTEED. 


MANUFACTURED  BY 


UNIVERSAL. 


Reading  Automobile  and  Gear  Company, 

TENTH  AND  EXETER  STS.,  READING,  PA. 


SPOKES*"»NIPPLES 


for  Bicycles^  Motocycles 
ana  AutomobileSm 


STANDARD 

SPOKE  &  NIPPLE  CO,  Torrington,  Conn.,  U.S. A. 


COLUMBIA 


AUTOIVIAXIC    GAS     l_AIVIR 

FOR  BICYCLES,  BUGGIES  AND  MOTOR  VEHICLES. 

Positively  automatic  water  feed,  i.  e.  the 
water  feed  is  positively  controlled  by  the 
gas  pre-ssure,  which  is  regulated  by  a  gas- 
cock. 

No  carbide  wasted.  Charge  can  be  used 
repeatedly  until  exhausted,  the  same  as  in 
an  oil  lamp. 

Lights  at  once.  Turns  down  or  out  at 
once. 

Uses  one-half  the  carbide  necessary  in  a 
large  lamp,  and  gives  as  good  a  headlight 
as  the  best. 

Height  5J4  in.     Weight  i8  oz. 

5,ooo  of  these  lamps  in  use  on  buggies, 
carriages  and  motor  vehicles  in  Chicago 
this  year. 

We  maintain  prices. 

We  carry  the  stock*  ourselves,  and 

Jobbers  who   purchase  from   us  can 

return  all  surplus  of  unused  lamps, 

which  are  marked  (Model  C)  to  us  at  the  end  of  the  season. 

Our  g^oods  are  sold  on  their  merits  alone.    It  is  not  necessary  for  us  to  offer  prizes. 

Pine  art  calendar  for  1P02  mailed  free  to  the  trade  on  receipt  of  letter  bead. 

HINE-WATT  MFG.  CO.,  60  WABASH  AVE..  CHICAGO.  ILL 


=:=3m 


If  Yoli  an 
crested 
li 
le 


^ 


\\/i         1  LI  I  I       1  9IufonmbihD 


WILL  SURELY 
IITEREST  YOE 

It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of      mechanical 
terms    is    needed  to 
understand    it. 

PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUILDING, 

NEW  YORK  CITY. 

$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 

SAMPLE  COPY   ON   APPLICATIOH. 


TRADE/p\MARK 

EVERY  WRENCH  BEARS  THE  COMPANYS  TRADE  MARK 

THE  BILLINGS  a  SPENCER  CO. 

ESTABUShh-D  IN  I8B9 

HARTFORD  COMN.US.A.  '■ 


THE  BICYCLING  WORLD 

The  Proper  Standpoint. 

A  progressive  bicycle  dealer  \ylio  intends 
securing  his  share  of  the  motor  business 
bought  a  set  of  motor  castings  and  started 
in  to  build  a  motor  bicycle.  He  had  many 
trials  and  tribulations,  but,  as  he  afterward 
said,  "I  wanted  experience,  and  I  certainly 
got  it,  and  along  with  it  more  work  and 
worry  than  I  had  bargained  for.  However, 
I  am  not  complaining;  quite  the  reverse,  as 
tlie  knowledge  needed  for  the  successful 
liai'dling  of  motor  bicycles  can  only  be 
gained  by  experience,  and  I  count  my  fall 
;iii(l  winter  worlc  as  a  valuable  asset." 


423 


The  Old,  Old  Story. 

A  little  store,  a  little  head, 

A  little  lack  of  "go-ahead," 

A  little  trade  that  smaller  grows, 

A  little  sheriff's  sale  to  clO!<e.— (P:x. 


Making  Hotocyle  Parts. 

"On  the  side"  the  big  parts  manutactur- 
ing  companies  have  seen  the  coming  motor 
bicycle  and  have  prepared  for  it  in  an  un- 
hesitating  fashion   that   has   no   counterpart 


in  this  country.  Practically  all  of  them 
are  turning  out  not  only  special  parts,  but 
the  complete  fittings,  and  as  a  result  not  a 
few  commendable  designs  have  evolved;  the 
accompanying  fork  crown  is  a  fair  specimen: 
its  very  appearance  suggests  strength  and 
in.spires  confidence. 


The  Desirable  in  Motor  Drive. 

A  motor  bicycle  is  spoken  of  in  the  English 
trade  papers  that  is  driven  by  a  chain  direct 
from  the  engine  to  the  rear  wheel.  The 
wheel  hub  is  fitted  with  a  coned  friction 
clutch  that  allows  a  certain  amount  of  slip 
in  starting  to  avoid  "killing"  the  engine  or 
excess  strain  on  the  chain.  After  the  motor 
gets  down  to  work  tlie  clutch  takes  a  firm 
liold  and  gives  positive  drive.  This  prin- 
:ciple,  without  taking  into  consideration  the 
wearing  tendencies  on  the  coned  friction 
clutch,  would  undoubtedly  furnish  much  that 
is  desirable  in  motor  bicycle  driving. 


The  flost  Flexible  Commodity. 

Advertising  space  is  the  most  flexible  of 
all  commodities,  says  Printers  Ink.  It  may 
be  utterly  worthless  in  incapable  hands,  but 
no  one  has  ever  set  limits  to  the  percentage 
of  profit  it  will  pay  when  rightly  used.  The 
man  who  has  ability,  foresight,  individuality, 
a  knowledge  of  human  nature  and  courage 
can  make  it  pay  enormous  dividends. 


"How  to  Drive  a  Motocycle."  See  "Moto 
cycles  and  How  to  Manage  Them."  $1.  The 
Goodman  Co.,  Box  649.  New  Tort.  ••• 


Why  Worry 
Over  the  Question: 

OIL  OR  GAS  ? 

Why  not  get  a 

LiP  THAT  BURNS  BOTH? 


In  other  words 
Why  not  get 


THE  ADMIRAL 


^"""^ 


THE  ONLY  LAMP 

on  the  market  in  which   kerosene  or  car- 
bide may  be  used  with  equal  facility. 

It  was  a  splendid  seller  during 
1 901  ;  it  will  be  a  better  one  dur- 
ing 1902.  Properly  presented, 
no  rider  can  fail  to  see  the  ad- 
vantages of  the  lamp  that  per- 
mits him  to  use  oil  or  gas  "at 
his  own  sweet  will  " 


THE  ADMIRAL  LAMP  COMPANY, 

MARYSVILLE,   OHIO. 


kk 


PERFECT 


*> 


OILER. 


For  High  Grade  Bicycles.  The  best  and  neatest  Oiler  in  the 
market.  DOES  NOT  LEAK.  The  "PERFECT"  is  the 
only  Oiler  that  regulates  the  supply  of  oil  to  a  drop.  It  is  ab- 
solutely unequaled.    Price,  25  cetns  each. 

We  make  cheaper  oilers,  also. 

GUSHMAN  £  DENISON,  Mfrs.,  240-242  W.  23d  St.'NEW  YORK. 


w 


424 


THE  BICYCLING  WORLD 


nachine  Steel  for  Bicycle  Parts. 

Time  was  when  nothing  but  the  best  tool 
steel  would  do  for  cups  and  cones  and  other 
bicycle  parts.  Jessop's  and  Sanderson's  were 
the  brands  most  in  favor,  and  15  or  20  cents 
per  pound  was  paid  for  these  without  a  mur- 
mur. 

The  contention  that  the  parts  could  be 
made  out  of  machinery  steel  was  looked  upon 
as  rank  heresy.  The  latter  was  cheap,  com- 
paratively, and  that  was  the  first  offense; 
then  it  was  indisputable,  so  it  was  said,  that 
it  would  not  give  the  results  that  tool  steel 
did,  and  this  ended  the  matter.  Of  course, 
such  ideas  have  long  since  undergone  ma- 
terial modification,  and  to-day  many  of  the 
best  concerns  use  machinery  and  special 
grades  of  mild  steel,  case  hardened,  and  have 
nothing  but  praise  for  the  parts  made  from 
them. 

One  of  the  objections  to  machinery  steel 
arises  from  its  coarse  grain.  This  peculiarity 
is  treated  at  length  by  a  writer  in  the  Amer- 
ican Machinist,  who  points  out  how  this  ob- 
jection can  be  almost  entirely  overcome: 

"Many  pieces  of  work  are  made  of  tool 
steel  when  machine  steel  would  answer  the 
purpose  as  well  or  better,  were  it  not  for  the 
coarseness  of  the  grain  when  the  piece  is 
case  hardened,"  he  says. 

"The  fine  grain  may  be  necessary  to  resist 
pressure  and  wear  on  some  small  part  of  a 
surface,  or  possibly  it  Is  to  be  subjected  to 
the  action  of  blows,  and,  the  grain  being 
coarse,   the  surface  has  no  backing  and  is 


soon  crushed  in.  The  causes  of  the  open 
grain  are:  First,  that  it  is  the  natural  condi- 
tion of  the  stock;  second,  the  pores  are 
opened  in  the  case  hardening,  when  the  steel 
is  absorbing  carbon;  the  higher  the  heat  to 
which  the  pieces  are  subjected  the  coarser 
tlie  grain. 

"Many  bicycle  parts  formerly  made  of  the 
best  steel  are  now  made  of  machine  steel, 
and  excellent  results  are  obtained.  Such  is 
not  apt  to  be  the  case  if  they  are  simply  case 
hardened  bj^  the  ordinary  method,  as  the 
grain  is  too  coarse  to  resist  the  peculiar 
action  of  the  balls,  particularly  on  the 
cones  and  ball  seats  or  cups.  Spindles  of 
machines,  where  there  is  considerable  ten- 
dency to  wear,  also  a  pounding  or  yanking 
motion  to  resist,  where  hardened  tool  steel 
would  be  liable  to  break  and  ordinary  case 
hardening  would  jaeld  to  such  an  extent  as 
to  make  the  bearings  become  out  of  round, 
can  be  treated  very  successfully  by  this 
method. 

"All  that  is  needed  is  a  good  hardening 
oven,  large  enough  to  receive  as  many  hard- 
ening boxes  or  pots  as  we  may  need,  a  plent- 
iful supply  of  pots,  some  granulated  raw 
bone,  a  good  supply  of  granulated  charcoal, 
a  small  amount  of  hydro-carbonated  bone 
and  some  charred  leather  for  our  nicest 
work.  We  should  have  a  plentiful  supply  of 
water  in  a  large  tank,  a  smaller  tank  ar- 
ranged that  we  can  heat  it  to  any  desired 
degree,  and  a  bath  of  oil.  Raw  linseed  is  the 
best  for  giving  a  hard  surface. 


"Park  the  work  the  same  as  for  ordinary 
case  hardening,  r\m  about  the  same  length 
of  time  and  leave  in  the  oven  to  cool,  the 
same  as  for  annealing.  When  it  is  cold  a 
piece  can  be  heated  in  the  lead  pot  and 
hardened  the  same  as  tool  steel;  or,  if  the 
articles  are  small  and  there  are  many  of 
them,  they  can  be  repacked  in  the  hardening 
pot  with  granulated  charcoal,  but  not  with 
any  form  of  bone  or  leather  or  any  carbon- 
izing substance,  as  that  would  have  a  ten- 
dency to  open  the  grain.  The  object  of  the 
second  heat  is  to  close  the  grain.  The  lower 
the  hardening  heat  the  more  compact  it  will 
be.  This  method  not  only  gives  a  close  grain, 
but  a  very  strong,  tough  surface,  and,  the 
centre  being  soft,  the  piece  is  very  strong." 


Tourist  Cars  on  tlie  Nickel  Plate  Road. 

Semi-weekly  transcontinental  tourist  cars 
between  the  Atlantic  and  the  Pacific  coasts 
are  operated  by  the  Nickel  Plate  and  its  con- 
nections. Tourist  cars  referred  to  aftord  the 
same  sleeping  accommodations,  with  same 
class  of  mattress  and  other  bedclothing,  that 
are  provided  in  the  regular  Pullman  sleep- 
ing car  service.  These  tourist  cars  leave 
Boston  on  Mondays  and  Wednesdays,  and 
leave  San  Francisco  on  Tuesdays  and  Fri- 
days. Berths  in  these  tourist  cars  are  sold 
at  greatly  reduced  rates.  Conveniences  are 
offered  without  extra  cost,  for  heating  food, 
or  preparing  tea  or  coffee,  affording  every 
facility  for  comfort  on  a  long  journey,  espe- 
cially for  families  travelling  with  children. 
Lowest  rates  may  be  obtained  always  via 
the  Nickel  Plate  Road  for  all  points  in  tlie 
West.  For  special  information  regarding  all 
trains  on  the  Nickel  Plate  Road,  including 
these  tourist  cars,  consult  your  nenrest 
ticket  agent,  or  write  A.  W.  Ecclestonc  D. 
T>.  Ajrr..  Xh.">  KroadwHy.  New  York  City.   **• 


Jobbers,  Be  Wise! 

Handle  these 
Goods  and 

MAKE  MONEY, 

STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 

1902 
Price 
List. 


Don't  close 
until  you 
consider 
our  entire 
line. 


PENNSYLVANIA  RUBBER  CO. 
ERIE,    PA. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


NEW  YORK 

BUFFALO 


BRANCHES: 
CHICAQO 


BOSTON 
PHILADELPHIA 


eiNeH 

Simple  Goodness 


"^^^ 


Self= 

Releasing 

Noiseless 

Brake. 


'THE   ONE   THAT   COASTS. 


Coasts  on  bearings  ground 
true  after  hardening. 

RUNS  THE  SEASON  WITH0UT  ©ILING. 


Have  you  tried 

a  eiNen  ? 


Riggsi^Spencer  Company, 

ROCHESTER,  N.  Y.,  U.S.A. 


THE  BICYCLING  WORLD 


425 


IF  THE  POSITION 


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The  Week's  Patents. 

690,935.  Pneumatic  Tire.  Alfred  Du- 
casble,  Paris,  France.  Piled  Feb.  28,  1901. 
Serial  No.  49,199.    (No  model.) 

Claim.— A  tire  for  vehicles  consisting  of 
a  cylindrical  body  of  rubber  or  other  flexible 
material,  provided  throughout  its  length  vpith 
a  series  of  chambers  having  curved  v^alls, 
each  of  which  except  the  first  and  last  is 
connected  together  in  a  circular  series  of 
chambers,  each  of  which  except  the  last  is 
connected  by  small  air  passages,  the  first 
chamber  of  the  series  having  an  opening  for 
the  ingress  of  air. 

691,147.  Back  Pedalling  Brake.  Robert 
M.  Keating,  Springfield,  Mass.,  assignor  to 
the  R.  M.  Keating  Motor  Co.,  Portland,  Me., 
a  corporation  of  Maine.  Filed  Sept.  13,  1897. 
Serial  No.  651,450.    (No  model.) 

Claim.— 1.  The  combination  of  a  hub  pro- 
vided with  an  eccentric  exterior  portion  and 
a  concentric  portion,  a  sprocket  wheel 
mounted  on  said  concentric  portion,  an  eccen- 
tric split  ring  mounted  in  reverse  direction 
on  said  eccentric  portion  and  arranged  to 
engage  the  sprocket  wheel,  and  a  surface 
adapted  to  be  engaged  by  said  ring  when 
expanded,  substantially  as  set  forth. 


His  Work  is  Always  Dun, 

Some  men  work  all  night  long, 
And  some  from  sun  to  sun; 

But  the  bill  collector  has  a  snap- 
His  work  is  always  dun. — (Ex. 


How  Weights  are  increased. 

As  an  example  of  what  the  English  dealer 
has  to  put  up  with,  owing  to  the  desire  in 
that  country  to  have  the  machines  etiuipped, 
the  following  story  is  told  by  one  who  has 
recently  heard  of  an  experience: 

The  customer  wanted  a  nice,  light  ma- 
chine, one  that  he  could  easily  pick  up  in 
handling  on  the  trains.  Finding  one  to  his 
liking,  he  bought  the  machine,  and  then  is- 
sued the  following  specifications:  "The  sad- 
dle is  too  small  for  me.  I  must  have  a  model 
X  716.  Don't  want  to  be  troubled  with 
punctures,  either;  put  on  roadster  tires.  Must 
have  a  gear  case,  of  course;  have  it  metal, 
as  that  kind  is  much  smarter  looking.  Put 
on  good,  wide  pedals,  so  that  I  can  use  my 
shooting  boots,  and  have  them  with  rubbers. 
Free  wheel,  mudguards  (metal)  and  a  good, 
substantial  rimbrake.  Be  sure  that  the  tool 
bag  is  of  ample  si7-e;  it's  a  nuisance  other- 
wise. While  you  are  about  it,  put  on  a  lamp 
and  bell." 

When  he  got  all  through  he  couldn't  under- 
•staud  why  the  thing  weighed  between  14  and 
l.j  pounds  more  than  the  listed  weight. 


Patent  Office  Wants  Catalogs. 

The  United  States  Patent  Office  is  auxions 
to  receive  from  manufacturers  and  publish- 
ers such  catalogues,  circular.s,  price  li.sts  or 
other  advertisements  relating  to  the  sciences 
aud  mechanical  arts  as  are  iniblislied  l)y 
them  for  gratuitous  distribution;  bur  not  less 
than  three  copies  sliould  be  forwarded,  how- 
ever, in  order  that  the  subjects  may  be 
properly  indexed,  classified  and  subclassitted 
in  the  Scientific  I/iiii'ary  for  convenient  and 
ready   reference. 


OUR 
NEWEST  BELL 


and    one 


WORTHY  OF  ITS  NAME 


The 


Royal  Chime 


IT'S  A  GOOD  ONE; 

AND  A  RARE 

GOOD   SELLER, 

TOO. 


IT  S  TIME 

to      get      quotations      and 
make   ready  for  the  de- 
mand if  you  have  not 
already  done  so. 


BEVIN  BROS.  MFG.  CO., 

East  Hampton,  Conn. 

Makers  of  Toe  Clips,   Trouser 
Guards,  Lamp  Brackets,  etc. 


TilliTnnniMHHI 


u 


426 


THE  BICYCUNG  WORLD 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 


LIGHT   WRIGHT    RACING    MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

SelUng  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHDE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 


MORSE 


Twm 

ROLLER 


CHAIN 


NOISELESS  IN  flUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Frictionless 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

sprockets. 

Send  for  Catalogue  and 
Trade  Price  to 

Morse  Chain  Co..  immansburg:,  n.  y. 


WANTS  AND  FOR  SALE. 

1 5  cents  per  line  of  seven  words,  cash  with  order. 

A      MOTOR    BICYCLE    for   $2.50   per   week. 
An  automobile  for  Ji2.5oper   week.     Send 
stamp  for  particulars.     Automobile    atid   Motor-Bi 
Co.,   Room   814,    Colonial  Bldg.,  Boston. 

JhOR  SALE — First  class  ■  bicycle,  gun,  and 
sporting  goods  business  in  a  growing  city, 
present  population  20,000.  Comparatively  no 
competition.  Ill  health  reason  for  selling.  Cor- 
respondence solicited.  Address  P.  O.  Box  437 
Meridian  Miss. 


V-i  OR  SALE — Five  Enameling  Ovens  and  com- 
plete outfit.     Start  now  and  make  big  money. 
Write  at  once  for  a  bargain.     19  East  Main   St., 
Ft.  Wayne,  Ind. 


iXTHE  PMOENI>r 


COASTER'^BRAKE. 


INDUSTRIAL  MACH.CO.SYRAcysy^^ 


^^v«--v.^.AsJmft^ 


Century  Cycles 

couldn't  be  better. 

MILWAUKEE  CYCLE  CO.,    Milwaukee,  Wis. 

NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  MFa.  CO., 
Buffalo,  N.  Y. 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical construciion.tinisli  and  niateiials  used, 
that  it  is  possible  to  produce  Made  in 
one  grade  only,  tlie  highest.  Handsome 
in  appearance; siiTiple in  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fil- 
ings and  crank  hangers  on  the  niarket 
Our  iqo2  prices  are  /oro.    Write  for  them 

ARMSTRONG  BROS.  TOOL  CO., Chicago 


IIAND  AJHD  FOOT  PUMPS,   t 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

I  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
Depots:  a  10  Lake  St.,  Chicago. 

411  Broome  St.,  New  York 


I 


♦ 
»♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ 


IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  bars  andextensions  tor  1902  and 
you  will  be  agreeably  surprised.  Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


The  Crosby  Company, 

BUFFALO,    N.   Y., 

Sheet  Metal  Stamping. 


n=^ 


THE  MAGIC 


l^ljACOMPLETE  REPAIRTOOLFORALL 
— ">!  SINGLE  TUBE   TIRES.  r 


HAS  A  POINT  ONLY  Xe IN. DIAMETER. 
THE  MAGIC  is  as  good  as  ever.     But  prices  are  dif- 
ferent.     Get  our  new   quotations  for    1902   and    you 
will  be  right  in  it.      You  will  find  it  well  worth  the 
trouble. 
THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEEST.,  CHICAGO,  ILL 

"D.  &  .1."  HANGERS 

^^™™^^^      Single. 
Tandem, 
Triplet, 

ABSOLUTELY  THE  BEST     Quad  and 
Motor  Cycles. 

Lightest,  Neatest  Oust  Proof,  and 
Easiest  Running  Hangar  in  the  World. 
Park  City  Mfg.  Co..  inc.,  Chicago 


Ll  h>blv  1 Y      CiiliVibS  motor  cycle  bells 

Original  in  Design,  Practical  in  Construction. 

^  Superb  in  Finish. 

In  a  word   their   general    excellence  has  made  them 
pre=eminent  everywhere. 


FOR  SALE  BY  ALL  THE  LEADING 
JOBBERS. 


USED  BY  ALL  DISCRIMINATIN 
PURCHASERS. 


LIBERTY  BELL  CO.,    Bristol,  Conn. 


,^m 


Volum*  XLIV. 


The  Bicycling  World 


AND  MOTOCYCLE  REVIEW. 

In  which  fa  faicorpocated  "  The  Wheel  and  Cjdiag  Trade  Review  **  and  the  "  Amertow  Cyclfat" 
New  York,  U.  S.  A.,  Thursday,  January  30,  1902. 


No.   18 


FORMED  IN  TRISCO 


Callfornians    Organize    a   State    Board  of 
Trade  and  inaugurate  Several  Reforms. 

TJnpreceded  by  flourish  of  trumpets  or  ad- 
vance agents,  the  trade  of  California  has  set 
an  inspiring  example  to  the  trade  of  the  rest 
of  the  country  by  bringing  into  being  the 
California  State  Cycle  Board  of  Trade.  The 
organization  was  brought  about  as  the  re- 
sult of  a  three  days'  session  in  San  Fran- 
cisco, January  9  to  11. 

The  call  for  the  meeting  was  issued  by 
the  San  Francisco  Cycle  Board  of  Trade. 
The  response  was  hearty,  dealers  from 
nearly  all  of  the  larger  cities  and  towns 
being  in  attendance.  The  gathering  was  of 
sufllcient  importance  to  be  welcomed  by  the 
Mayor  of  San  Francisco  in  person,  who,  in 
his  address,  promised  to  do  all  in  his  power 
to  improve  and  extend  the  roadways  and 
cycle  paths  :n  Goldengate  Park. 

After  adopting  the  constitution  and  by- 
laws of  the  'Frisco  Board  of  Trade  with 
such  amendments  as  were  required  to  make 
them  Stately  in  scope,  the  following  officers 
were  elected  to  serve  during  the  current 
year:  President,  M.  J.  Kenny,  San  Fran- 
cisco; vice-president,  E.  H.  Crippen,  Los  An- 
geles; secretary,  J.  A.  Briegel,  Oakland;  as- 
sistant secretary,  P.  H.  Lyon,  Los  Angeles; 
treasurer,  F.  M.  Jones,  Sacramento.  Board 
of  Directors:  E.  R.  Braley,  Pasadena; 
Charles  Dibble,  Santa  Clara;  I.  P.  Allen,  San 
Francisco;  J.  A.  Desimone,  San  Jose;  George 
Faulkner,  Oakland;  C.  Bell,  Pomona;  T.  C. 
Moore,  San  Bernardino;  E.  J.  Thiebault, 
Oakland;  James  Banta,  Sacramento;  W.  H. 
Hoegee,  Los  Angeles;  J.  W.  Leavitt,  San 
Francisco;  A.  G.  Dexter,  Alameda;  H. 
Schwartz,  Napa;  A.  H.  Wright,  Stockton: 
George  Schilling,  Santa  Rosa;  H.  P.  Smith, 
San  Jose;  Fred  Gregory,  Fresno,,  and  W.  L. 
Tibbals,  San  Diego. 

There  was  also  appointed  the  following 
committee  on  harmonization  of  repair  prices: 
P.  H.  Burke,  Los  Angeles;  E.  J.  Thiebault. 
Oakland;  I.  P.  Allen,  San  Francisco.  It  will 
be  their  effort  to  make  the  prices  uniform 
throughout  the  State.  Their  conclusions  will 
be  submitted  to  all  the  local  boards  of  trade 
for  their  approval  before  finaL  adoption. 


The  basis  of  Installment  sales  was  a  sub- 
ject of  considerable  discussion,  but  after  all 
had  been  said,  the  following  tariff  of  mini- 
mum rates  and  maximum  times,   on  lease 
agreement  only  was  adopted: 
In-       Payment 
List    stallment  Before        Time       Monthly 
Price.      Price.  Delivery.  Allowed.  Payment. 
$20.00       $22.00       $10.00       2  mo'ths       $6.00 
25.00         28.00         10.00       3       "  6.00 

30.00         34.00         10.00       4       "  6.00 

35.00         39.00         10.00       4       "  7.25 

40.00         45.00         10.00       5       "  7.00 

45.00         .50.00         10.00       5       "  8.00 

50.00         55.00         15.00       5       "  8.00 

55.00         60.00         15.00       5       "  9.00 

60.00         65.00  15.00       5       "  10.00 

65.00         70.00         15.00       5       "  11.00 

70.00         75.00         20.00       5       "  11.00 

75.00         80.00         25.00       5      "  11.00 

80.00         85.00         25.00       5      "  12.00 

It  is  provided  that  if  at  any  time  a  cus- 
tomer wishes  to  make  full  payment  in  short- 
er time  than  contracted  for,  a  proportionate 
reduction  of  the  installment  charge  will  be 
accepted. 

There  was  also  adopted  the  following 
schedule  fixing  the  net  prices  of  tires,  cast- 
ings and  tubes  when  applied  to  wheels: 

Unguaranteed  tires $2.50  each. 

Sixty  days'  guaranteed  tires 3.00     " 

Morgan    &    Wright    or    Goodrich 

M.  &  W. 3.50     " 

No.  55  Fisk,  No.  70  Hartford,  No. 
19  Goodrich,  Defender  Special. .  3.75     " 

No.  88  Fisk,  No.  77  Hartford 4.00     " 

Fisk  Puncture-Proof,  Fisk  Tan- 
dem, No.  80  Hartford,  Hartford 
Special,  Hartford  Thorn,  No.  999 
Goodrich,  No.  19  Goodrich  Tan- 
dem, No.  19  Goodrich  Anti-Cac- 
tus, Cataplei'o,  Milwaukee  Punc- 
ture-Proof,   Goodrich    M.    &   W. 

Special   4.50     " 

G.  &  J.  Dunlop,  Palmer,  No.  999 

Goodrich  Anti-Cactus 5.00     " 

Palmer  Export 5.50     " 

G.  &  J.  Casings,  Dunlop  Casings. .  3.75     " 
G.  &  J.  Inner  Tube,  Dunlop  Inner 

Tube   1.75     " 

Hartford   Inner   Tube,    M.    &   W. 

Inner  Tube 1.50     " 

Goodrich  M.  &  W.  Inner  Tube 2.00     " 

(If  customer  purchases  any  of  the  above 
and  they  are  not  put  on  a  wheel  by  the 
seller,  the  price  is  25  cents  less). 
M.  &  W.  Casings  and  Goodrich  M. 

&  W.  Casings $2.75  each. 

(If  customer  purchases  either  of  the  above 
and  they  are  not  put  on  a  wheel  by  the 
seller,  the  price  is  50  cents  less). 

After  adjourning  until  the  second  Tuesday 
in  January,  1903,  the  visitors  were  banqueted 
at  the  Maison  AUadio  by  the  San  Francisco 
members. 


JOBBERS  GIVE  WARNING 


New  Englanders  Organize  and  Hand  Down 
a  Declaration  of  Rights  and  Intentions. 


New  England's  jobbers  are  on  the  war- 
path. For  some  time  past  they  have  had 
grievances  which  they  believed  demanded 
attention,  and  individual  effort  failing  of  ef- 
fect, an  organized  protest  has  been  lodged 
and  warnings  issued. 

The  meeting  was  brought  about  very,  very 
quietly  in  Boston  on  Monday  of  last  week, 
practically  all  of  the  larger  and  better  known 
New  England  jobbing  houses  being  repre- 
sented. The  outcome  was  the  organization 
of  the  New  England  Jobbers'  Association, 
with  these  officers:  President,  D.  B.  Harvey, 
Iver-Johnson  Sporting  Goods  Co.,  Boston; 
vice-president,  Thos.  B.  Varick,  Manchester, 
N.  H.;  treasurer,  H.  H.  Rich,  Americari 
Cycle  Manufactm:ing  Co.,  Providence;  secre- 
tary, W.  A.  Clark,  E.  P.  Blake  &  Co., 
Boston. 

The  protest  and  warning  referred  to  took 
the  form  of  this  resolution: 

Resolved,  It  is  the  sense  of  this  meeting 
that  irrespective  of  goods  already  catalogued 
all  members  of  this  association  in  becoming 
members  pledge  themselves  not  to  push,  but 
to  discourage  the  sale  of  all  goods  in  the 
cycle  sundry  and  accessory  line  that  are 
sold  in  New  England  by  manufacturers  and 
the  retail  trade  at  jobbers'  prices  or  at  prices 
less  than  a  reasonable  advance  over  regular 
jobbers'  prices. 

The  housese  represented  were  as  follows: 
Iver  Johnson  Sporting  Goods  Co.,  William 
Read  &  Sons,  Biglow  &  Dowse,  E.  P.  Blake 
&  Co.,  Brown  &  Wales,  Baldwin  &  Bobbins, 
all  of  Boston;  American  Cycle  Manufactur- 
ing Co.,  Providence;  Post  &  Lester  Co., 
Hartford,  Conn.;  Henry  Horton,  New  Ha- 
ven, Conn.;  Thomas  B.  Varick,  Manchester, 
N.  H.;  James  Bailey  &  Co.,  Portland,  Me., 
and  T.  B.  Davis  Arms  Co.,  Portland,  Me. 

Those  concerned  say  that  the  resolution 
means  exactly  what  it  says— that  they  have 
taken  their  stand  against  the  indiscriminate 
quoting  of  jobbers'  prices  to  every  Tom,  Dick 
and  Harry,  not  to  say  combinations  of  such 
persons,  and  they  mean  to  maintain  it. 
When  given  such  offense,  they  or  their  trav- 
elers will  no  longer  "pass  along  the  line"  the 
good  words  that  so  help  the  sale  of  a  par- 
tlcidar  article  when  it  is  desired  that  it  be 
pushed. 


438 


THE  BICYCLING  WORLD 


COASTING  ATTITUDES 


Why  no  Settled  Position  is  Likely— Use  of 
Coaster  Brakes  on  Motocycles. 


When  users  of  coaster  brakes  get  together 
and  discuss  matters,  the  white  dove  of  peace 
and  brotherhood  hovers  about  so  long  as  the 
discussion  lieeps  to  the  main  subject  of  de- 
sirableness and  the  added  pleasure  the  de- 
vice gives  to  cycling,  but  just  let  some  one 
in  the  party  drop  a  word  or  two  about  posi- 
tion. The  result  reminds  one  of  an  old  time 
club  run.  The  start  would  be  made  in  nice 
orderly  fashion,  and  every  member  seemed 
to  take  pride  in  keeping  in  line.  As  soon, 
however,  as  the  narrow  bounds  of  city 
streets  were  left  and  a  fairly  open  country 
reached,  some  one  in  the  back  ruck  would 
move  up  just  a  little,  to  escape  some  of  the 
dust,  then  another  would  try  it,  and  in  a 
flash  the  scorch  was  on,  only  to  finish  at  the 
point  named  as  the  destination  in  the  call 
for  the  run. 

The  whole  trouble  Is  that  so  many  take 
it  as  a  personal  disappointment  that  the 
position  they  advocate  is  not  accepted,  when 
the  fact  really  is  that  individual  ideas  in 
this  rule  from  the  same  cause  that  they  do 
in  all  other  things;  local  causes  and  environ- 
ments when  the  thing  was  new.  This  is  the 
case  with  most  people  in  most  things.  There 
are  always  iconoclasts,  however,  and  now 
and  then  someone  is  met  who  yields  to  no 
one  in  his  loyalty,  although  he  is  not  a 
shouter  or  a  "rooter."  Those  of  this  element 
who  use  coaster  brakes  keep  to  no  fixed 
position,  never  varying  it  under  any  circum- 
stances, but  change  from  time  to  time,  either 
for  the  comfort  of  the  change  or  for  special 
reasons  that  seem  good  to  them  from  ob- 
servation and  practice. 

Obviously  under  no  other  condition  Is  the 
coaster  brake  used  to  the  extent  that  it  is 
in  motocycling,  and  several  thousand  miles 
ridden  on  motor  bicycles  and  motor  tricycles 
has  convinced  a  member  of  the  Bicycling 
World  staff  that  different  road  and  speed 
conditions  are  best  met  by  different  positions 
of  the  feet.  In  turning  corners,  on  either 
machine,  the  inside  foot  should  be  kept  down 
and  in  tricycle  riding  there  should  be  a 
tendency  to  lean  the  body  toward  the  inside 
of  the  turn.  It  will  be  equally  advantageous 
to  keep  the  fe3t  in  this  same  up  and  down 
position  in  riding  over  greasy  or  very  muddy 
surfaces.  This  was  thoroughly  well  proved 
in  the  endurance  run  of  last  September  from 
New  York  to  Buffalo. 

It  is  pretty  generally  known  that  It  rained 
from  Tuesday  afternoon  to  Friday  night  of 
that  week,  but  it  is  not  so  well  known  that 
it  rained  during  three  days  of  the  previous 
week.  Not  only  was  the  endurance  trip 
made  on  a  motor  bicycle,  but  the  week  pre- 
vious the  same  machine  was  ridden  from 
Buffalo  to  New  York.    In  the  several  hun- 


dred miles  covered  in  rainy  weather  during 
the  two  weeks,  all  kinds  of  mud  surfaces 
were  encountered,  and  constant  testing  dur- 
ing the  first  week's  ride  showed  that  a  de- 
cided advantage  was  gained  on  slippery 
roads  by  keeping  the  feet  In  an  up  and  dovra 
position.  On  rough  surfaces  there  also 
seemed  to  be  an  advantage  in  this  position 
when  it  was  purely  a  question  of  ruts,  but 
when  it  was  a  case  of  merely  chopped  up 
surfaces,  the  position  of  fore  and  aft  gave 
better  control.  For  running  along  on  good 
surfaces  the  position  is  entirely  a  matter  of 
choice,  although  from  a  large  personal  ex- 
perience and  from  watching  others  it  can  be 
stated  that  no  matter  what  the  preferred 
position  may  be  on  pedal  driven  bicycles, 
that  position  will  ordinarily  be  changed  from 
time  to  time  when  riding  motor  bicycles,  be- 
cause of  the  longer  trips  that  are  so  natural 
a  result  of  the  mount. 


SWEEPING  GUARANTEE 


Makers  of  Marsh  Motor  Bicycles  Adopt  One 
That  is  Radically  Explicit. 


Auto-Bi  Radically  Altered. 

The  aggressive  policy  pursued  in  market- 
ing the  Auto-Bi  last  year  has  naturally  made 
the  many  agents  established  look  forward  to 
the  output  for  1902  of  the  Buffalo  Automo- 
bile &  Auto-Bi  Co.,  which  has  not  only  taken 
over  the  motocycle  business  of  the  E.  R. 
Thomas  Motor  Co.,  but  that  will  place  in  the 
market  at  least  two  styles  of  vehicles  to  be 
marketed  through  agents. 

In  the  new  Auto-Bi  for  1902  but  little 
trace  of  the  past  season's  product  is  appar- 
ent, the  whole  machine  being  new  from  the 
ground  up.  In  appearance  it  leaves  little  to 
be  desired,  being  symmetrical,  compact,  and 
in  fact,  seems  to  have  all  that  popular  im- 
agination has  pictured  a  motor  bicycle  to  be 
and  even  a  little  more. 

While  it  is  yet  too  early  to  give  a  detailed 
mechanical  description  of  the  machine,  it  can 
be  said  that  the  motor  is  set  upright,  the 
tread  considerably  narrowed  and  a  number 
of  exceedingly  ingenious  and  what  appears 
to  be  entirely  practical  devices  are  embodied 
in  the  construction.  The  makers  strongly 
assert  that  these  devices  are  entirely  prac- 
tical, each  one  having  been  thoroughly  tested 
over  all  kinds  of  roads  and  right  into  the 
winter,  the  machines  being  in  constant  and 
daily  use,  no  matter  what  the  weather. 

It  is  the  intention  of  the  company  to  pur- 
sue a  vigorous  campaign,  and  they  feel  as- 
sured that  the  educating  which  they  so  ably 
commenced  will  be  much  advanced  the  com- 
ing season. 

Brussels'  Show. 

The  "International  Exposition  of  Mechani- 
cal Locomotion"  will  be  held  in  Brussels, 
Belgium,  March  8  to  17.  Bicycles  and  auto- 
mobiles will,  of  course,  constitute  the  chief 
features  of  the  show. 


Liberty's  Side  Line. 

The  Liberty  Bell  Co.,  Bristol,  Conn.,  has 
added  a  golf  counter  to  Its  manufactures. 
It  is  an  Ingenious  device  In  book  form  and 
of  pocket  size,  which  obviates  the  need  of  a 
pencil  in  "keeping  tabs"  on  the  game. 


While  the  matter  of  a  proper  guarantee  for 
motor  bicycles  has  been  occupying  the  minds 
of  naany,  the  Motor  Cycle  Manufacturing 
Company,  Brockton,  Mass.,  has  settled  the 
question  so  far  as  the  Marsh  is  concerned 
and  in  language  that  does  not  permit  much 
room  for  doubt.  This  Marsh -guarantee  was 
not  decided  on  imtil  after  the  1902  catalogue 
had  been  issued,  so  that  it  may  well  be  con- 
sidered as  being  "ap  to  the  rery  minute." 
It  not  only  covers  the  calendar  year,  but  is 
probably  the  most  explicit  that  ever  has 
been  issued  by  anyone  identified  with  the 
cycle  trade.     It  follows: 

We  guarantee  our  motocycle  to  carry  the 
rider  a  mile  in  two  minutes  or  better,  and 
that  It  will  carry  a  rider  weighing  175 
pounds  up  a  10  per  cent,  grade  at  the  rate 
of  ten  miles  per  hour.  And  we  hereby  agree 
with  the  purchaser  that  in  the  event  of  the 
motocycle  failing  to  perform  either  of  the 
above  named  achievements,  we  will  replace 
It  with  another  or  refund  the  money. 

The  Motor — We  guarantee  the  motor  to 
work  perfectly  at  all  times,  provided  that  it 
is  kept  oiled  as  per  our  Instructions,  and  to 
develop  1%  actual  brake  horse  power.  We 
guarantee  It  to  do  this,  whether  attached  to 
our  motocycle  or  bought  separately,  and  if 
it  fails  to  do  as  above  said  we  agree  to  re- 
fund money  to  the  purchaser.  We  further 
agree  to  replace  any  part  that  becomes 
broken  in  ordinary  usage  (collisions  except- 
ed), or  that  wears  out  through  continuous 
hard  service. 

Carburetter— We  guarantee  our  carburetter 
to  supply  to  the  engipe  at  all  times  a  mixture 
that  will  give  the  maximum  amount  of 
power  that  It  is  possible  to  be  derived  from 
a  given  size  of  engine.  That  it  can  be  2id- 
justed  to  meet  a  range  of  gasolene  whose 
specific  gravity  ranges  from  68  to  80  degrees. 
That  It  will  not  be  affected  by  heat  or  cold. 
That  it  will  not  flood  the  engine  with  gaso- 
lene. This  part  of  the  guarantee  applies  to 
the  carburetter,  whether  attached  to  our 
motor  or  bought  separately. 

Spark  Coil— We  guarantee  the  coil  to  work 
perfectly  at  all  times,  provided  that  It  Is 
connected  with  the  necessary  battery  power, 
i.  e.,  4  cells  of  6  amperes  and  1%  volts  per 
cell,  and  that  if  it  fails  to  do  so  we  will  re- 
place It  with  another. 

The  Ignition  Plug — We  guarantee  our  new 
and  improved  ignition  plug  to  work  perfectly 
at  all  times,  provided  that  it  is  kept  clean, 
and  will  replace  it  if  It  becomes  broken  or 
fails  to  work  at  any  time. 

The  Belt— We  guarantee  the  belt  to  trans- 
mit the  power  from  the  engine  to  the  rear 
wheel  without  any  noticeable  slippage,  and 
the  same  to  withstand  all  strain  that  It  is 
subjected  to  while  performing  the  service 
required  of  it;  and  If  at  any  time  it  should 
become  worn  out  or  fail  to  transmit  the 
power  we  will  replace  it  with  a  new  one. 

The  above  guarantee  is  in  force  for  the 
calendar  year  of  1902. 


.1 


THE  BICYCUNG  WORLD 


439 


AMERICA'S  LOSS,  $461,824 


Increases  In  Unexpected  Places  Fail  to  Off- 
set General  Decline  in  Year's  Exports. 


During  the  year  1901  the  United  States 
cycle  export  trade  declined  in  value  exactly 
$461,824,  from  $3",061,061  in  1900  to  $2,- 
599,237. 

The  statistics  contain  not  a  few  surprises, 
but  none  of  greater  magnitude  than  the  un- 
expected increase  of  $60,000  in  the  exports 
to  the  United  Kingdom.  The  peculiarity  of 
the  increase  :s  that  it  comes  at  the  very 
time  when  the  British  cycling  press  is  per- 
sistently informing  its  readers  that  the 
American  "invasion"  has  failed  utterly,  and 
the  "invaders"  themselves  been  kicked  into 
the  sea.  The  gain  of  $28,000  in  Prance  and 
of  $26,000  in  war-ridden  Africa  are  also 
among  the  unlocked  for  happenings,  while 
the  $35,000  increase  in  China  is  something 
that  no  man  in  his  proper  senses  would  have 
dared  predict  at  the  opening  of  the  year. 
Mexico  and  the  Central  American  countries 
also  developed  upward  tendencies. 

The  left  side  is,  however,  the  more  un- 
pleasantly formidable.  Anti-American  Ger- 
many, of  course,  accounted  for  a  substantial 
loss  of  trade,  which  the  other  and  unclassi- 
fied countries  that  appear  under  the  head 
"other  Europe"  augmented  substantially. 
The  decline  in  British  North  America  was 
discounted  in  advance;  in  all  human  proba- 
bility the  decline  will  continue  with  the 
years.  The  Philippines,  like  Cuba,  also 
"slumped"  after  the  hurrah  and  novelty  of 
the  "bicycle  lever"  had  passed.  Losses  were 
general  throughout  South  America,  where 
Germany  is  reported  to  be  gaining  ground, 
but  where  cycling  depression  also  exists. 
Japan  and  Australia  likewise  reduced  their 
pm-chases. 

The  details  of  the  monthi  and  of  the  year 
follow: 


riotor  Bicycles  for  Flighty  Hearts. 

"When  the  general  public  awakens  to  a 
full  appreciation  of  the  motor  bicycle,"  said 
one  of  the  motocycle  pioneers,  "it  will  be 
found  to  appeal  to  very  many  people  to 
whom  the  pushing  of  a  pedal  driven  bicycle 
was  fraught  with  considerable  concern,  if 
not  danger. 

"Take  my  own  case  as  an  example.  I  have 
a  flighty  heart,  and  the  least  undue  exertion 
starts  it  thumping  like  a  trip  hammer.  As 
a  result  I  had  never  experienced  any  of 
that  exquisite  delight  that  comes  of  'doing* 
the  other  fellow  that  I  had  heard  men  tell 
about.  The.  few  times  that  I  tried  it,  left 
me,  if  not  a  nervous  wreck,  at  least  in  pal- 
pitating dread  of  possible  consequences.  It 
was  the  same  in  climbing  hills.  I  often 
walked  grades  that  my  wife  rode  without 
trouble.  Instead  of  waiting  for  her,  she 
waited  for  me.  The  man  whose  heart  is 
sound  cannot  even  begin  to  understand  the 
feelings  of  such  chaps  as  myself  who  are 
not  so  fortunate. 

"When  the  motor  bicycle  put  in  an  ap- 
pearance, it  did  not  take  me  long  to  realize 
that  deliverance  was  finally  at  hand.  I 
bought  one  in  short  order,  and  last  summer 
for  the  first  time  I  really  got  all  the  pleasure 
there  is  in  cycling.  I  have  literally  laughed 
at  the  hills  and  have  'done  up'  a  suflacient 
number  of  the  fellows  who  tried  to  hang  on 
to  make  up  for  all  past  deficiencies  In  that 
regard.  Hills  and  exertion  no  longer  fill  me 
with  dread,  and,  as  I  said,  when  men  with 
weak  hearts,  or  weak  lungs  or  legs  or  weak 
anything  else,  learn  that  there  is  at  last  a 
bicycle  that  places  them  on  an  equality  with 
any  other  man  who  happens  along,  orders 
for  motor  bicycles  are  sure  to  follow." 


ENGLAND'S  GAIN,  $232,325 

Year  1 9oi   Marks  Her  Recovery  of  Export 
Prestige  and  Forces  us  Into  Third  Place. 


mber 1 

1901. 
Values.  1 

12  months  ending  December— 

1899.     1      1900.          1901. 
Values.  1  Values.     Values. 

Articles  and  Coimtries. 

1900. 
Values. 

United   Kingdom 

$18,386 

3,341 

8,017 

39,179 

5,137 

288 

1,873 

54 

1,581 

3,031 

3,879 

783 

21 

3,184 

1,225 

4,879 

1,679 

19,587 

25,371 

6,344 
2,576 
9,946 

$19,415 

16,960 

24,982 

31,039 

3,834 

578 

3,246 

9 

1,552 

3,782 

1,262 

279 

200 

2,066 

2,116 

6,819 

50 

22,172 

20,692 

4,543 

1,413 

13,255 

$684,536 
450,829 
807,015 
944,950 
536,876 

4,820 

41,897 

330 

111,702 

2,771 

63,965 

272,995 

35,065 

7,834 

65,365 

23,822 

128,244 

9,769 

138,155 

239,022 

45,466 

2,461 

51,058 

151,063 

274 

$442,899 
181,972 
340,944 
670,876 
369,119 

2,727 

15,901 

366 

68,446 

1,461 
49,523 
75,694 
19,055 

3,525 

41,604 

21,333 

63,322 

10,499 

245,622 

227,534 

32,473 

71,738 

28,618 

76,373 

417 

$502,163 

France    

209,706 

Germany    

227,966 

Other  Europe  

527,114 

British  North  America 

291,026 

Central  American  States  and  British 
Honduras 

6,132 

Mexico   

23,862 

Santo  Domingo 

841 

Cuba  

14,345 

*Porto  Rico  

.   .    . 

Other  West  Indies  and  Bermuda 

Argentina 

50,300 
9,174 

Brazil 

6,249 

Colombia   

912 

Other  South  4.merica 

29,473 

Chinese  Empire 

56,093 

British  East  Indies 

57,799 

Hongkong    

3,735 

Japan 

223,787 

British  Australasia   

198,886 

♦Hawaii  

•   •   • 

Philippine  Islands 

33,895 

Other  Asia  and  Oceania 

23,451 

Africa  

102,046 

Other  countries  

282 

Total 

$160,361 

L_ 

$180,264 

1 
$4,820,284|$3,061,061 

$2,599,237 

So  well  had  shadows  cast  themselves  be- 
fore that  England's  recovery  of  export  pres- 
tige was  as  easily  foreseen  as  was  America's 
loss.  With  Germany  assured  of  first  place 
for  the  last  three  months  of  the  year  1901, 
it  was  simply  a  question  as  to  whether 
Great  Britain  would  succeed  in  passing  the 
United  States  and  land  in  second  place,  and 
statistics  just  to  hand  prove  that  Great  Brit- 
ain did  that  very  thing. 

The  increases  which  set  in  early  in  the 
year  were  maintained  to  the  close,  Decem- 
ber winding  up  with  a  record  of  £65,567,  as 
against  £38,566  in  December,  1900,  an  in- 
crease of  85  per  cent,  and  £44,001  in  De- 
cember, 1899.  The  total  for  the  year  was 
£577,055,  against  £530,590  in  1901,  and  £662,- 
081  in  1899. 

Concurrently  England's  cycle  exports  di- 
minished as  substantially— from  £286,796  in 
1899  to  £194,848  in  1900  and  £176,355  in  1901. 


Rochester  Retires  Gracefully. 

The  New  York  Supreme  Court  last  week 
granted  an  order  dissolving  the  Rochester 
Cycle  Manufacturing  Co.  Tlie  application 
was  made  by  the  directors.  The  court  was 
informed  that  the  company  is  solvent,  the 
assets  being  placed  at  $20,000,  of  which 
amount  $14,601.10  is  in  cash.  When  the  bot- 
tom fell  out  of  the  company's  bicycle  busi- 
ness, which  was  never  pushed  particularly 
aggressively,  the  construction  of  automobiles 
was  taken  up,  but  to  no  purpose. 


Keating  Likely  to  Continue. 

The  much  negotiated  transfer  of  the  plant 
of  the  Keating  Wheel  &  Automobile  Co.,  at 
Middletown,  Conn.,  to  the  Eisenhuth  Horse- 
less Vehicle  Co.,  has  been  finally  completed. 
Incidentally,  it  is  stated  that  Robert  M. 
Keating  will  in  all  likelihood  engage  with 
the  new  owners  and  continue  the  manu- 
facture of  his  motor  bicycle. 


Coddling  Quits. 

The  Coddling  Manufacturing  Co.,  Bristol, 
Conn.,  is  about  to  go  into  the  hands  of  a 
receiver.  At  one  time  they  cut  a  figure  in 
the  cork  grip  trade,  but  have  been  practi- 
cally out  of  it  for  more  than  a  year.  Lia- 
bilities are  placed  at  $50,000;  assets  not 
named. 

Is  now  •<  ilanaging  Director." 

At  the  annual  meeting  of  C.  B.  Barker  & 
Co.,  Limited,  Harris  Parker,  manager  of  the 
Barker  cycle  interests,  was  elected  a  director 
of  the  corporation — strong  evidence  that  his 
worth  and  his  ability  in  placing  the  depart- 
ment on  a  paying  basis  is  appreciated. 


*No  longer  included  in  statistics. 


Of  all  the  newspapers  published  in  the 
world,  68  per  cent  are  printed  in  the  English 
language. 


440 


THE  BICYCUNG  WORUD 


^wyvwwwwwwvywwyywwvyw^wywwyvw^wy\ 


Equal   them  —  If  you   can. 

Investigate  the  merits  of  other  tires  —  find  out  what  they  are  made 
of,  how  they  are  made  and  how  much  they  cost.     Then  look  up  the 

FISK  TIRE. 

It  will  stand  investigation.  It  will  stand  comparison.  It  will  stand 
use.  Why  ?  Because  it  is  made  right — ^right  materials,  right  methods  of 
construction. 

You  cannot  find  a  better  tire  than  the  Fisk  —  you  can  easily  find 
many  that  are  inferior  to  it.     All  we  ask  is  an  investigation. 


FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 


BOSTON,  SPRINOFIELD,  NEW  YORK.  PHILADELPHIA, 

604  Atlantic  Ave.  40  DwlKht  St.,  83  Chambers  St.  916  Arch  St. 


SYRACUSE, 

423  So.  Clinton  St. 


BUFFALO, 

28  W.  Qenesee  St. 


DETROIT, 

252  Jefferson  Ave. 


CHICAQO, 

54  State  St. 


SAN  FRANCISCO, 

114  Second  St. 


FOUNDED 


ndA^&OCYCLE  REVIEW**®^ 


In  which  is  Incorporated 
'  ^ne  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  G©©OMaN  eOMPHNY, 

123sl2S  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


THE  BICYCLING  WORLD 

possessor  of  a  letterhead  to  obtain  such 
figures. 

It  really  is  high  time  that  something  was 
done  to  bring  about  a  logical  deflnition  and 
a  reasonable  condition  of  affairs  ,  and  quota- 
tions. 

Something  more  than  a  letterhead  should 
be  necessary  to  make  a  jobber,  and  to  that 
and  a  much  further  extent  the  movement  in- 
augurated in  Boston  marks  a  much  to  be 
desired  initiative.  For  this  reason,  at  least, 
it  is  possible  to  overlook  selfish  personal  ends 
which  .ire  said  to  have  inspired  the  meeting. 


TELEPHONE,  2652   JOHN. 


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Post  Office,  September,  igoo. 


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and  its  branches.  ,      . 

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therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

^S"  Members  of  the  trade  are  invited  and  are. at  all  times 
welcome  to  make  our  ofl5ce  their  headquarters  while  in  New 
York;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


New  York,  January  30,  1902. 

Juggling  With  Jobbers. 

Regardless  of  any  particular  grievances, 
real  or  fancied,  that  they  may  have,  the 
action  of  the  Nev?  England  jobbers  in  get- 
ting together  and  making  protest,  recalls 
that  the  day  is  approaching  when  the  ques- 
tion, What  constitutes  a  jobber?  must  be 
finally  settled. 

As  things  now  stand,  generally  speaking, 
a  letter  head  makes  a  jobber  and  seems  to 
entitle  him  to  jobbing  quotations. 

The  matter  has  almost  reached  a  state  of 
absurdity.  When  "jobbers,"  so  called  are 
to  be  found  in  almost  "every  cross  roads  vil- 
lage and  farm"— and  they  are  to  be 
found  in  such  places— places  that  appear 
only  on  township  maps  and  that  have  but 
two  trains  a  day  and  support  only  two 
churches,  a  postofflce  and  the  usual  "general 
store,"  the  situation  is  really  akin  to  the 
ridiculous. 

The  very  names  of  some  of  the  places 
show  the  absurdity  of  granting  jobbers' 
quotations,  and  yet  it  is  not  difficult  for  the 


From  First  Place  to  Third. 

Contrasted  with  the  falling  off  of  nearly 
$1,800,000  in  our  export  trade  during  the 
year  1900,  the  loss  last  year  of  $461,824,  as 
detailed  in  another  column,  is,  comparatively 
speaking,  a  mere  bagatelle. 

This  is  a  convenient  way  in  which  to  "let 
ourselves  down  easily,"  but  it  is  cold  com- 
fort, nevertheless,  and  should  lull  none  into 
a  sense  of  false  security,  if,  indeed,  anything 
of  the  sort  were  possible. 

To  the  man  who  believes  that  the  United 
States  takes  no  backward  steps  and  to  whom 
the  export  statistics  of  our  competitors  are 
available,  the  record  of  1901  is  what  the 
vernacular  describes  as  a  "facer." 

It  is  a  situation  difficult  to  fully  under- 
stand or  to  reason  why,  but  the  fact  remains 
that  we  have  toppled  from  our  high  estate. 
We  are  no  longer  the  world's  leading  ex- 
porter of  bicycles.  We  are  not  even  in  sec- 
ond place.  First  Germany  and  then  Eng- 
land passed  us,  and  we  are  now  a  poor  third. 

The  German  totals  are  not  yet  to  hand, 
but  enough  is  known  to  say  that  that  em- 
pire, despite  its  industrial  depression  and 
disgruntlement,  improved  its  record  of  the 
previous  year,  and  that  England  did  as  well 
if  not  better.  In  the  latter  case  the  increase 
amounted  to  $232,325,  or  from  $2,652,950  in 
1900  to  $2,875,275  in  1901.  And  in  the  in- 
stances of  both  Germany  and  England,  they 
were  beset  by  our  competition  while  we  had 
our  field  all  to  ourselves. 

Comment  cannot  add  to  the  impressiveness 
of  these  bare  facts  and  figures. 

The  Bicycling  World  early  saw  what  was 
coming,  and  urged  the  American  trade  to 
renewed  action.  But  to  no  purpose.  The 
trade  appeared  to  have  no  spurt  left  in  it, 
and  seemed  to  accept  its  shrinking  trade 
with  little  or  no  concern. 

At  this  time  preaching  and  urging  will 
serve  small  purpose,  and  has  been  of  -small 
effect.    We  had  supposed  that  bur  trade  had 


441 

learned  its  lessons  pretty  thoroughly,  but 
only  this  week  we  were  told  by  a  German 
visitor  that  the  largest  American  cycle 
manufacturer  is  "drumming"  that  hostile 
territory  with  a  traveller  who  cannot  speak 
the  German  language,  and  who  is  endeavor- 
ing to  do  business  on  the  cash-against-bill- 
of-lading  relic  of  boom  years. 

It  is  instances  of  this  sort  that  dampen 
the  hopes  that  our  recovery  from  the  do- 
mestic depression  that  has  weighted  the 
trade  of  late  years  will  carry  with  it  an 
increase  of  foreign  trade. 

It  is  only  possible  to  write  the  year  1901 
a  disastrous  one,  and  to  hope  that  the  scales 
may  yet  fall  from  American  eyes. 


The  Motor  Tandem. 

Time  was  when  the  tandem  had  a  sale  that 
kept  the  factories  of  the  country  in  a  fever 
trying  to  keep  anywhere  near  promised  de- 
liveries. For  a  family  to  own  two  or  more 
bicycles  was  a  mere  commonplace;  the  hall- 
mark of  cycle  ownership  was  to  possess  a 
tandem.  Now  none  so  poor  to  do  it  rever- 
ence. 

To-day  tandems  can  be  had  for  cartage 
fees  and  yet  go  begging  for  takers.  Why 
this  should  be  has  been  told  in  many  words 
and  many  reasons  given.  But  the  simplest 
and  therefore  probably  the  nearest  to  the 
truth  is  that  in  family  use  the  work  was  al- 
together too  one-sided. 

Even  those  who  gave  up  tandem  riding 
are  both  glad  and  willing  to  admit  that  it 
theoretically  added  to  the  pleasure  of  cycling 
because  of  the  close  companionship  it  in- 
sured. The  one-sidedness  of  pushing  was  the 
nail  in  its  coffin,  and  because  of  this  many 
were  the  family  tiffs  that  it  occasioned,  with 
the  result  that  it  was  eventually  relegated 
to  the  cellar  or  the  second  hand  dealer. 

Looking  back  at  its  possibilities  for  pleas- 
ure and  looking  forward  to  the  possibilities 
that  the  small  motor  holds  out  for  cycling, 
one  can  hardly  fail  to  believe  that  the  com- 
bination is  sure  to  be  worked  out  for  the 
good  of  both.  This  combination  may  be 
worked  out  in  some  new  form,  or  it  may 
be  that  it  will  be  an  adaptation  of  existing 
construction. 

The  latter  condition  natm-ally  presents  the 
easiest  solution  and  has  been  taken  advan- 
tage of  by  many  dealers  during  the  past 
j'ear,  one  motor  company  alone  having  sold 
its  attachable  outfits  to  a  considerable  ex- 
tent for  this  purpose.  Wherever  bicycle 
dealers  have  taken  the  cue  offered  them  last 
spring  by  the  Bicycling   World,   they  have 


442 


THE  BICYCUNG  WORLD 


given  very  clear  views  as  to  the  satisfaction 
afforded,  and  many  of  them  intend  pushing 
the  matter  this  season,  now  that  they  have 
had  sufficient  experience  to  satisfy  them- 
selves as  to  the  results. 

Of  course,  in  equipping  tandems  with  reas- 
onably powered  motors,  too  much  should  not 
be  expected  of  the  motor  under  severe  con- 
ditions on  stiff  grades.  It  will  be  wiser  and 
the  satisfaction  of  use  more  complete  if  it 
is  realized  that  the  equipment  is  really  an 
auxiliary  that  will  carry  two  along  good 
surfaces  and  over  slight  grades  without  as- 
sistance at  a  reasonable  rate  of  speed.  For 
rational  riding,  the  combination  will  afford 
many  miles  of  pleasing.  To  expect  moun- 
tain climbing  will  prove  disappointing. 


ilerchants  vs.  Storekeepers. 

If  indications  count  for  anything,  and  they 
are  not  wanting,  the  retail  selling  season 
promises  to  start  unusually  early  this  com- 
ing season. 

It  seems  as  though  the  much  tallied  of 
"beginning  of  the  selling  season"  is  a  mat- 
ter that  is  largely  in  the  agents'  hands.  But 
how  many  agents  appreciate  this  vital  fact 
or  take  advantage  of  it?  Instead  of  doing 
as  almost  any  other  class  of  merchants  do 
with  new  offerings,  present  them  as  attract- 
ively as  possible,  the  average  bicycle  agent 
is  content  to  have  his  new  wheels  come  in, 
placed  in  a  conspicuous  position  in  the  win- 
dow and  in  the  front  of  the  store,  where  they 
make  a  brave  showing  for  a  time  against  a 
background  of  dust-covered  left-overs,  whose 
duUed  nickel  and  faded  black  enamel  bring 
up  unpleasant  recollections  and  destroy  the 
zest  and  interest  the  newer  offerings  create. 

Dilapitated  wheel  racks,  soiled  show- 
cases through  which  appear  shop  worn  sun- 
dries, disordered  shelves  and  other  earmarks 
of  careless  or  indifferent  shopkeeping,  do  not 
make  an  inviting  interior  or  a  favorable  im- 
pression. Such  things  are  apt  to  make  a 
lasting  impression,  however,  and  to  keep 
customers  away  until  the  balmy  days  of 
spring  rouses  their  cycling  spirit  and  fairly 
drives  them  to  see  the  new  season's  offer- 
ings wherever  they  can  be  found. 

The  costliness  of  "late  seasons"  was  well 
illustrated  by  the  trade's  experience  last 
year. 

Let  the  selling  season  begin  now.  Give 
the  store  a  thorough  overhauling,  wash  the 
windows,  keep  all  the  stock,  new  and  old, 
clean;  keep  the  nickeled  parts  on  everything 
polished  and  bright,  the  frames  free  from 
dust,   wheel    racks   and  stands    in    repair. 


in  a  word,  keep  your  store  "up,"  and  your 
respect  for  yourself  and  your  business  will 
be  immeasurably  increased.  This  in  turn 
begets  the  respect  of  others,  and  the  fight  is 
easily  won.  Attractive  cards,  an  announce- 
ment in  the  local  papers  that  the  new 
season's  models  have  arrival  and  are  ready 
for  inspection,  invitations  mailed  to  old  or 
prospective  customers,  all  serve  to  stimulate 
interest  and  let  the  people  know  you  are 
alive.  The  world  you  know  doesn't  need  so 
much  to  be  convinced  as  to  be  reminded. 

In  brief,  be  a  merchant,  not  a  mere  store- 
keeper. 


Fools  and  Worse. 

Despite  the  fact,  abundantly  demon- 
strated, that  the  attachment  of  a  motor  to 
a  bicycle  as  ordinarily  constructed  is  closely 
akin  to  certain  disaster,  thfere  are  still  those 
who  advertise  tor  business  of  the  sort. 

The  subject  has  been  harped  on  so  often 
that  at  this  late  day  it  would  seem  that 
none  can  remain  in  Ignorance  of  the  danger 
that  is  invited  by  the  use  of  converted  bi- 
cycles of  the  sort,  or  of  the  culpability  of 
the  men  who  for  the  sake  of  a  few  paltry 
dollars,  will  advocate  their  sale  or  the  sale 
of  motors  for  such  purposes.  If  they  re- 
ceived their  just  deserts  a  term  in  jail  would 
be  none  too  good  for  them. 

As  knowledge  of  motocycles  increase,  the 
discriminating  purchaser  wiU  discover  that 
the  quality  of  the  bicycle  is  of  as  much,  if 
not  more,  importance  than  the  motor.  As 
one  writer  puts  it:  If  the  engine  goes  wrong 
it  does  not  cause  any  risk  of  accident  to  the 
driver,  but  if  the  bicycle  breaks  down  when 
travelling  at  a  big  pace,  damage  is  very 
likely  to  result.  The  increased  weight  of 
the  machine,  the  heavy  weight  of  the  motor, 
the  increased  speed  and  the  shocks  caused 
by  the  impulse  of  the  engine,  all  set  up  im- 
mense strain,  and  require  the  very  best  ma- 
chinery and  workmanship  to  stand  them. 


About  Hand  Work. 

The  building  up  of  a  wire  spoke  wheel 
has  from  time  to  time  called  forth  numerous 
machines  designed  to  do  away  with  the  time 
required  for  hand  work.  Usually  these  ma- 
chines have  had  wonderful  claims  made  for 
them  that  failed  in  the  performance.  The 
general  theory  worked  on  was  that  the  hub 
should  be  placed  in  a  rigid  position  at  the 
center  of  the  machine  and  the  rim  clamped 
in  an  equally  fixed  manner.  If  the  spokes, 
which  had  previously  been  put  in  with  a 
turn  or  two  on  the  nipples  by  a  small  boy, 
shelves  and  windows  orderly  and  attractive; 


were  then  all  drawn  up  to  a  uniform  tension, 
as  determined  by  the  spoke  end  position  in 
relation  to  the  outer  end  of  the  nipple,  the 
wheel  ought  to  come  out  of  the  machine 
true,  according  to  the  claimants.  That  they 
needed  a  final  touching  up  by  hand  is  well 
known,  not  one  in  a  thousand  coming  out 
according  to  theory. 

The  conditions  that  would  have  to  exist  to 
do  away  with  hand  work  and  supplant  it 
with  mechanical  means  would  be  many  and 
in  general  as  follows:  The  holes  in  the  hub 
would  have  to  be  perfect  in  equality  of  size, 
distance  from  each  other  and  from  the  axial 
center.  The  spokes  would  have  to  be  ex- 
actly alike  in  distance  from  inside  of  bend 
at  head  to  the  last  thread.  The  holes  in  the 
rim  would  have  to  be  not  only  perfectly 
spaced  and  staggered  from  the  center  line, 
but  would  needs  be  at  the  same  angle,  a 
thing  that  is  not  as  much  as  it  is  thought 
to  be,  in  spite  of  automatic  drilling  ma- 
chines. All  nipples  exactly  alike  in  the 
length  of  thread  from  the  end  of  the  clear- 
ance to  the  top.  The  clearance  varying  one- 
half  a  thread  would  upset  all  other  perfec- 
tion. And  after  all  these  had  been  attended 
to,  the  putting  on  of  the  washers  would 
probably  destroy  all  previous  care,  as  they 
would  find  different  densities  around  the 
rim,  and  would  not  all  sink  into  the  wood 
equally,  even  though  they  did  not  have  to 
contend  with  varying  heights  of  seats  due  to 
faults  in  drilling.  Until  these  points  can 
be  overcome  there  can  be  no  machine  built 
that  can  entirely  displace  hand  work. 


The  formation  of  ths  State  organization 
on  the  lines  of  the  'Frisco  Board  of  Trade 
means  more  than  appears  on  the  surface. 
The  San  Franciscans  have  long  worked  un- 
der a  rule  which  in  effect  requires  its  mem- 
bers to  refrain  from  purchasing  goods  from 
anyone  who  sells  to  dealers  and  jobbers  out- 
side the  organization.  They  have  been  sin- 
gularly successful  in  the  enforcement  of  the 
rule,  and  its  implied  application  to  the  en- 
tire State  is  therefore  fraught  with  no  small 
importance. 


The  silly  yarn,  designed  to  illustrate  the 
cycling  depression  in  this  country,  that 
American  bicycles  may  now  be  left  out  of 
doors  without  fear  of  being  stolen  because 
they  lack  attractiveness  and  value  even  for 
thieves  is  now  going  the  rounds  of  the  Brit- 
ish press.  It  suggests  that  some  one  might 
start  the  yam,  equally  as  silly,  that  the  fact 
serves  to  illustrate  as  well  the  "superior 
honesty"  of  American  thieves. 


THE  BICYCLING  WORLD 


443 


Write    for 
Handsome 
New 
Catalogue 


! 

/IS 


ORIENT 


BieveLES 


MOTOR  eveLEs 

and  AUTOMOBILES 


WaLTHHM    MaNUFaeTURING    eOMPaNY 
WaLTHAM,    MaSSaeHUSETTS 


COMMON  SENSE  DICTATES 

THAT  THE  COASTER  BRAKE  WHICH  IS 


Mechanically    (  iVlOSt 


and 


Commercially  [  AttraCtlve 

OUGHT  TO  BEiTHE  ONE  MOST  PROFITABLE  FOR  YOU  TO  HANDLE. 


IT'S  THE  FORSYTH. 

If  you  haven't  seen  it,  it  will    be  to  your 

advantage  to  find  out  all 

about  it  NOW. 

WE  WILL  CHEERFULLY  FURNISH  THE  INFORMATION. 


FORSYTH  MFG.  COMPANY,  Buffalo,  N.Y. 


FOR  A  PROSPEROUS  NEW  YEAR 


...TRY   THE... 


Wolff  American 

f  RC§[al  Agencies 

^       We  are  closing  rapidly  with  representative  dealers 

~     in  all  sections. 

If  you  are  looking;  for  the  lines  that  will  pnt 
"  gin§:er  "  in  the  bicycle  business  and  make  it  profit- 
able, it  will  pay  you  to  write  us. 


t^*  t^*  t^*  (^* 


Stearns  Bicycle  Agency 

GENERAL  DISTRIBUTORS  OF 

Wolff- American  and  Re§:al  Bicycles 
Elfin  Juveniles 

SYRACUSE,   NEW  YORK 


444 


THE  BICYCUNG  WORU) 


WHAT  WYDTS  WROUGHT 


Wonderful  Sparking  Plug  That  May  Render 
Electric  Ignition  UnneceAsary. 


Iguition  without  flame  aud  without  elec- 
tricity ff)r  sparliing,  or  with  so  little  of  the 
latter  that  it  is  a  negligible  quantity— such 
is  the  alluring  promise  held  forth  by  a  de- 
vice which  comes  from  France. 

It  is  the  invention  of  a  Monsieur  Wydts, 
aud  is  nothing  more  or  less  than  a  sparliing 
plug  entirely  new  in  principle- and  possessed 
of  wonderful  qualities.  It  has  been  care- 
fully examined  and  tested  by  the  editor  of 
La  Locomotion,  and  is  by  him  commended 
in  the  highest  terms.  It  is  thus  described 
by  tliat  .journal: 

"It  is^  well  known  that  certain  precious 
metals  have  the  extremely  singular  property 
of  bringing  about  merely  by  their  presence 
the  sudden  combustion  of  two  or  more  gases 
in  which  they  are  placed. 

"The  metals  which  produce,  to  use  the  ex- 
pression of  the  physicists,  this  catalytic  ef- 
fect, are  platinum  and  those  that  are  mined 
with  it,  such  as  osmium,  iridium,  rhodium 
and  ruthenium,  which  are  found  in  the  nug- 
gets or  grains  contained  in  the  auriferous 
earths  fpom  which  platinum  is  extracted. 

"Theoretically,  therefore,  it  is  only  neces- 
sary, in  order  to  automatically  spark  a  mo- 
tor, to  mount  on  the  piston  a  piece  of  spongy 
platinum.  Several  attempts  have  been  made 
to  do  this,  but  they  have  all  proved  abortive; 
and  thus  it  is  demonstrated  once  again  that, 
if  theory  aud  practice  are  sisters,  they  spend 
the  greater  part  of  their  lives  quarrelling. 
The  fact  is  that  platinum,  even  in  the  spongy 
state,  has  not  sufBcient  catalytic  power, 
when  cold,  to  explode  a  mixture,  and  motors 
that  are  provided  with  this  metal  for  ignition 
purposes  must  have  it  heated  by  a  burner 
when  starting.  Afterward,  when  the  inter- 
nal temperature  of  the  cylinder  has  become 
sufficient,  the  burner  is  extinguished  and  the 
spongy  platinum  alone  effects  the  explo- 
sions. 

"Spongy  platinum  produces  the  same  re- 
sult as  a  heated  point  in  a  motor  run  with- 
out cooling  water;  it  causes  explosions  at  the 
wrong  -time  and  haphazard.  Moreover, 
spongy  platinum  can  only  be  obtained  by 
causing  meerschaum  (an  extremely  fragile 
substance)  to  absorb  a  platinic  chloride, 
which  is  then  reduced  to  the  metallic  state. 
It  has  no  resistance  and  will  only  last 
throughbut  a  laboratory  experiment,  the 
length  of  a  morning. 

"In  order  to  evolve  from  these  curious 
experiments  a  really  practical  spark  plug, 
capable  of  traversing  the  highways  on  an 
explosive  motor,  numerous  minor  discoveries 
remained  to  be  made.  An  experimenter  of 
ability  was  needed  to  undertake  them,  and 
such  a  one  was  found  in  Mons.  Wydts,  who 
not  only  had  the  ability  but  also  the  inven- 
tive genius  to  bring  them  to  a  successful  and 
practical  termination. 
"It  was  necessary,  in  order  to  make  a  suc- 


cessful Igniter  on  this  principle,  to  find  a 
solid,  homogeneous,  indestructible,  unoxidiz- 
able  substance  capable  of  a  suflicient  cata- 
lytic effect,  even  at  low  temperatures,  to  in- 
flame any  carbides  of  hydrogen  whatever 
mixed  with  a  small  proportion  of  oxygen 
and  a  large  proportion  of  nitrogen  and  other 
gases. 

"After  long  research,  Mons.  Wydts  discov- 
ered an  alloy,  made  in  determined  propor- 
tions of  osmiridium  and  ruthenium,  an  alloy 
which  forms  a  metal  of  an  extreme  porosity, 
although  always  dense,  and  which  possesses 
in  the  highest  degree  the  power  of  condens- 
ing with  elevation  of  temperature  any  car- 
bides of  hydrogen  whatsoever  mixed  in  any 
quantity  whatsoever  with  nitrogen,  oxygen, 
carbonic  acid,  etc.  The  presence  of  an  in- 
finitesimal quantity  of  hydrogen  causes  its 
immediate  incandescence. 

"At  the  same  time  the  inventor  discovered 
that  the  passage  of  an  electric  current 
through  this  mysterious  alloy  produced  a 
sort  of  molecular  bombardment,  the  effect 
of  which  was  to  drive  out  the  inert  gas  con- 


densed in  the  pores  of  the  metal,  to  purge  it 
in  some  manner,  and  by  so  doing  to  increase 
its  catalytic  power.  A  feeble  current  (one- 
half  an  ampere  at  one  volt,  or  one-half  a 
watt)  is  suflicient,  and  its  application  is 
necessary  for  a  few  seconds  only. 

"After  making  some  experimental  plugs, 
Mons.  Wydts  has  now  devised  a  standard 
type  suitable  for  any  gasolene  engine.  This 
consists  of  an  outer  shell  or  casing  that 
screws  into  the  regular  spark-plug  hole  in 
the  motor.  Within  this  shell  there  is  a  metal 
piston,  D,  which  can  be  moved  in  or  out 
by  means  of  the  lever  L.  An  insulated  wire 
passes  through  the  piston,  terminating  in 
the  bit  of  metal  alloy,  G,  on  the  inner  end 
and  having  a  binding  post  on  the  outer  end. 

"The  bit  of  alloy  is  mounted  on  the  end  of 
the  piston,  and  as  this  flts  tightly  in  the  outer 
shell  the  current  can  enter  through  the  upper 
binding  post  of  the  latter,  pass  through  the 
shell  and  piston  to  the  alloy,  and,  after  trav- 
ersing this,  make  its  exit  through  the  insu- 
lated wire  and  the  binding  post  P.  A  single 
cell  of  dry  battery  is  all  that  is  needed,  as 
it  is  only  necessary  to  produce  a  sort  of  ex- 
citation in  the  bit  of  alloy  at  the  start,  and 
as  soon  as  the  motor  is  under  way  the  cur- 
rent can  be  cut  off.  The  electrical  apparatus 
used  is  certainly  of  extreme  simplicity. 

"As  soon  as  the  motor  is  well  started  the 
point  of  ignition  becomes  somewhat  ad- 
vanced, for  the  incandescence  of  the  bit  of 
alloy  increases  gradually  till  its  maximum  is 
reached.    It  then  has  a  temperature  of  1700 


deg.  C.  (3092  deg.  F.),  a  temperature  superior 
by  750  deg.  C.  (1382  deg.  F.)  to  that  obtained 
by  the  best  burners. 

"It  is  noteworthy  that  this  temperature  is 
lower  than  that  of  the  electric  spark,  which 
is  generally  conceded  to  be  in  the  neighbor- 
hood of  3000  deg.  C.  (5432  deg.  F.).  But  in 
a  unit  of  time  tlie  number  of  calories  disen- 
gaged by  the  osmium  (and  this  is  the  impor- 
tant point  in  the  discussion)  is  much  greater 
than  the  number  disengaged  by  a  spark.  A 
piece  of  wool  saturated  with  gasolene,  and 
approached  in  a  closed  jar  toward  the  os- 
mium and  toward  the  spark,  takes  fire  three 
centimeters  away  from  the  former,  and  only 
ignites  when  within  one-half  a  centimeter 
of  the  latter. 

"The  inflaming  alloy,  therefore,  forms  in 
the  Wydts  plug  an  incandescent  centre  com- 
parable to  that  which  the  burner  forms  in  a 
platinum  tube.  But  the  great  difference  con- 
sists in  this,  that  in  the  system  just  de- 
scribed this  incandescent  centre,  C,  can  be 
moved,  while,  when  produced  by  a  burner,  it 
is  fixed.  The  result  is  that  while  in  order 
to  produce  advance  ignition  in  a  motor  with 
burners,  it  is  necessary  to  use  a  platinum 
tube  longer  than  the  one  ordinarily  em- 
ployed, and  thus  render  necessary  in  this 
tube  a  lower  compression— that  is  to  say,  a 
compression  more  quickly  obtained  by  the 
piston,  inversely  it  is  necessary  with  the 
Wydts  igniter  to  shorten  the  length  of  the 
chamber  by  advancing  the  incandescent 
point  toward  the  cylinder. 

"The  useful  ignition  advance  for  a  given 
motor  can  be  calculated  by  the  constructor, 
who  can  set  the  piston  in  the  plug  and  fasten 
it  b^y  the  screw  V,  or  it  may  be  obtained  by 
hand  by  moving  the  piston  when  the  motor 
is  in  operation.  The  sudden  stopping  of  ig- 
nition can  be  accomplished  by  withdrawing 
the  incandescent  mass  past  the  hole  E.  The 
introduction  of  the  oxygen  of  the  atmosphere 
affects  the  incandescent  piece  of  alloy,  in 
that  it  suddenly  lowers  the  temperature  to  a 
point  sufficiently  to  interrupt  ignition,  while 
at  the  same  time  it  spoils  the  explosive 
mixture  in  the  cylinder.  The  motor  conse- 
quently stops  at  once. 

"To  start  it  again,  all  that  is  necessary  is 
to  push  in  the  piston  sufficiently  to  close  the 
hole  E,  connect  the  battery  in  circuit,  and 
give  a  turn  of  the  crank.  Twenty  seconds 
after,  the  current  is  cut  out  and  the  motor 
runs  as  before.  If  the  motor  had  been 
stopped  in  some  other  manner,  and  the  ig- 
niter piston  left  as  far  in  as  possible,  the 
operator  need  have  no  fear  of  its  kicking 
back  when  he  attempts  to  start  it,  for  the 
incandescence  of  the  osmium  would  then  be 
at  its  minimum,  and  the  explosion  would 
occur  at  a  point  sufficiently  behind  that 
where  it  occurs  when  the  alloy  has  reached 
its  maximum  incandescence  to  make  a  back 
kick  impossible. 

"Finally,  after  having  taken  the  Wydts 
plug  out  of  the  motor  and  smeared  it  with 
oil  and  soot  by  means  of  a  brush,  I  saw  the 
motor  start  at  the  first  turn  after  the  plug 
had  been  reinserted.  Five  minutes  later, 
upon  taking  out  the  plug  again,  I  found  the 
osmium  alloy  bright  and  showing  no  trace  of 
the  foreign  substances." 


M 


LOSS  OF  POWER 


Leakages  In  Combustion  Head  of  ilotor  and 
how  They  may  be  Remedied. 


As  at  present  made,  all  small  air 
cooled  motors  have  the  cylinder  and 
air  cooled  motors  have  the  cylinder  and 
head  cast  in  two  parts,  which  are  held  to- 
gether with,  bolts  usually  passing  to  the 
crank  case.  So  long  as  this  continues  to  be 
the  practice  it  will  be  necessary  to  take 
some  means  to  make  the  meeting  of  the 
cylinder  and  combustion  chamber  positively 
tight. 

There  are  makers  as  well  as  a  few  writei-s 
on  the  subject  of  gas  motors  who  claim 
that  if  the  joints  are  properly  turned  and 
then  scraped  to  fit  each  other,  that  a  tight 
joint  can  be  made  by  smearing  with  vege- 
table oil.  As  a  mere  statement  of  what  is 
possible,  this  is  true,  but  it  would  mean  a 
very  material  addition  to  the  cost  of  pro- 
duction, and  so  long  as  small  motors  con- 
tinue to  be  made  with  separable  heads,  it 
will  be  found  better  in  shop  practice  to  turn 
the  places  of  meeting  with  properly  designed 
tools  and  then  use  some  sort  of  packing.  In 
many  motors  sheet  asbestos  is  used  to  make 
packing  rings.  When  asbestos  rings  are  used 
they  should  be  soaked  in  water  before  being 
put  into  place,  when  it  will  be  found  they 
will  make  a  better  joint. 

A  much  better  packing  is  made  from  soft 
copper  turned  over  to  form  a  U-shaped  ring, 
with  a  liner  of  asbestos  placed  between  the 
lips.  This  of  course  means  one  of  two 
things.  Either  the  cylinder  will  have  to  be 
made  of  a  size  to  take  a  stock  copper  gasket, 
which  are  not  easily  procurable  in  small 
sizes  and  thin  enough,  or  else  special  tools 
will  have  to  be  made  which  will  add  very 
materialy  to  the  cost,  unless  large  quanti- 
ties are  made.  If  asbestos  lined  copper  gas- 
kets appeal  to  the  maker  of  motors  and  the 
cost  of  cutting  and  turning  dies  are  too  large 
a  factor,  they  can  be  made  by  a  clever  work- 
man by  turning  them  off  a  properly  sized 
tubular  shell  that  can  be  cast  to  get  the 
correct  diameter  and  thickness  of  wall.  As 
a  substitute  which  will  be  found  to  give  ex- 
cellent results,  a  couple  of  rings  can  be  used 
made  of  copper  wire  of  about  20-gauge, 
one  ring  enough  larger  than  the  other  to 
encircle  the  latter.  In  using  these  wire  rings 
they  should  be  thoroughly  smeared  with  lin- 
seed oil.  In  fact,  it  would  be  well  to  smear 
the  joint,  even  when  the  asbestos  lined  cop- 
per gaskets  are  used.  If  for  any  cause  none 
of  the  above  mentioned  gaskets  can  be  used, 
then  insert  a  ring  of  brown  paper  smeared 
with  linseed  oil  preferably,  but  any  other 
vegetable  oil  can  be  used.  Avoid  mineral 
and  animal  oil,  if  possible. 

In  assembling  the  head  and  cylinder,  great 
eare  should  be  exercised.  With  the  better 
designed  motors  a  ring  groove  is  cut  in  the 
head,  in  which  rest  the  gasket  and  the  top 
edge  of  the  cylinder.    As  this  groove  should 


THE  BICYCUNG  WORLD 

be  Just  a  fit  for  the  cylinder  edge,  that  is,  the 
slightest  fraction  wider  than  the  thickness  of 
the  cylinder  wall,  care  should  be  taken  that 
the  gasket  does  not  bulge  at  its  sides,  so  that 
it  and  the  cylinder  edge  cannot  bottom  prop- 
erly. This  is  not  only  possible  with  new 
gaskets,  but  may  happen  with  old  gaskets 
if  they  have  been  carelessly  removed.  Care 
should  also  be  taken  in  removing  old  gas- 
kets that  they  are  not  badly  buckled  or 
crimped  in  the  operation,  as  it  is  almost 
impossible  to  properly  straighten  them. 
Whatever  method  is  used  to  straighten 
them,  they  should  not  be  hammered,  as  this 
will  widen  them,  and  they  will  not  seat 
properly  thereafter,  even  though  an  attempt 
may  be  made  to  trim  them. 

In  tightening  the  joint  between  the  head 
and  the  cylinder,  one  bolt  should  not  be 
operated  upon  too  much  in  advance  of  the 
other,  particularly  near  the  end  of  the  opera- 
tion.    As  soon  as  the  strain  commences  on 


Morgan  sWrightTires 
are  good  tires 


SEE  THAT  Morgan  &  Wright 

IS  BRANDED  ON  EVERT  TIRE  AND  TUBE 
NO  OTHER  IS  GENUINE. 


Morgan  &Wright 


New  York  Branch:    214-216  West  47th  Street 

the  bolts,  turn  each  nut  but  a  fraction  a^  a 
time  and  go  back  and  forth  from  one  nut  to 
the  other  until  a  perfect  joint  has  been 
made.  Before  passing  on  the  job  as  com- 
plete, note  particularly  that  the  head  sets 
square  across,  that  the  exhaust  poppet  stem 
is  in  line  with  the  stem  of  the  exhaust  shoe 
and  that  the  space  between  these  two  stems 
is  of  the  correct  measurement. 

Should  the  motor  have  previously  been 
without  a  gasket  and  one  is  put  in,  the  cor- 
rect distance  between  the  stems  can  be  made 
by  adding  a  cap  to  the  end  of  either  stem 
or  by  turning  off  enough  of  the  end  of  the 
cylinder.  If  the  cylinder  is  tackled  for  this 
purpose,  note  if  the  bore  has  not  been  re- 
lieved a  little  and  follow  the  construction 
carried  out  by  the  maker. 

A  possible  point  for  loss  of  compression 
was  not  mentioned  in  the  opening  paragraph 
last  week,  and  that  is  the  compression  cock. 
This  may  leak  at  two  places,  either  one  of 
which  is  apt  to  be  neglected  by  the  user. 
Because  they  can  be  bought  in  the  open  mar- 
ket, if  for  no  better  reason,  these  cocks  are 
of  brass.     The  difference  in  expansion  that 


445 

takes  place  between  the  brass  of  the  cock 
and  the  iron  of  the  motor,  in  the  rapid  heat- 
ing and  cooling  that  takes  place  in  small 
motors,  will  in  time  affect  the  threaded  con- 
nection of  the  two,  allowing  an  escape.  The 
more  frequent  trouble  at  this  point,  how- 
ever, is  loss  of  compression  around  the  stem 
of  the  cock.  This  should  be  kept  well  ground 
in  and  quite  tight.  In  grinding  the  cock 
never  use  emery;  it  is  too  harsh.  Use  rotten 
stone  in  preference. 


How  Opportunities  are  Overloolced. 

The  importance  of  obtaining  and  digesting 
all  of  the  catalogues  and  printed  matter  is- 
sued by  the  cycle  trade  is,  as  the  Bicycling 
World  has  several  times  pointed  out,  a  fact 
too  little  appreciated  by  dealers.  A  little  in- 
cident that  shows  the  value  of  the  informa- 
tion conveyed  by  such  printed  matter  oc- 
curred but  a  few  days  since. 

Spring  seat  posts  were  under  discussion  at 
the  time,  when  one  of  the  party,  a  retailer, 
remarked  that  while  he  had  sold  a  fair  num- 
ber of  them,  his  total  sales  were  not  as  large 
as  he  had  expected  would  be  the  case,  al- 
though he  admitted  that  beyond  placing  one 
of  them  in  the  show  case,  he  had  made  no 
particular  effort." 

"Why,  it  seems  to  me  that  if  I  were  in 
business,"  rejoined  a  well  informed  rider 
who  used  one  of  the  posts,  "I  would  want 
nothing  better  than  to  sell  Berkey  spring 
posts.  The  Berkey  offer  simply  takes  the 
wind  out  of  the  mail  order  houses'  'ten  days' 
free  trial'  scheme." 

.  "In  what  way?  I  have  seen  nothing  of 
.such  an  offer;  and  the  Berkey  post  is  the 
one  I  sell,  too,"  responded  the  dealer  with  a 
show  of  confidence. 
"You've  seen  their  circulars,  haven't  you?" 
"Yes;,  there  are,  plenty  of  them  in  our 
store." 

"Well,  the  offer  is  printed  in  those  circu- 
lars  in   black    and   white.     They   not    only 
offer  to  send  posts  prepaid  on  thirty  days' 
.trial,  but  to  pay  x-eturn  charges  if  purchasers 
are  not  satisfied." 

"That's  a  new  one  on  me.  If  I  can't  sell 
seat  posts  on  those  terms  I  guess  I'll  quit." 

And  the  man's  face  fairly  lighted  up  as 
he  said  it. 

In  fairness  to  the  Berkey  people  it  should 
be  stated  that  this  is  in  no  sense  a  Berkey 
"puff."  It  is  an  incident  that  actually  hap- 
pened within  the  hearing  of  a  Bicycling 
World  representative. 


Acme  Reductions. 

The  prices  of  Acme  bicj'cles,  made  by  the 
Acme  Cycle  Co.,  Elkhart,  Ind.,  range  from 
$40  to  $30  and  not  from  $50  to  $35,  as  was 
previously  stated.  The  reductions  apply  on 
this  year's  models,  and  should  help  make 
the  goods  move.  The  price  of  the  Acme  ju- 
veniles also  were  pared  a  few  dollars,  and 
now  range  from  $18  to  $15. 


Plans  are  being  drawn  for  a  two-story 
addition  to  the  Motor  Cycle  Manufacturing 
Co.'s  factory  at  Brockton,  Mass.  It  will 
more  than  double  the  facilities  of  the  plant. 


446 


THE  BICYCUNG  WORLD 


Corbln's  New  Departure. 

That  the  coming  season  is  to  be  par  ex- 
cellence one  of  coaster  brakes  no  one  who 
has  watched  the  trend  of  events  can  pos- 
sibly doiibt.  Not  that  last  season  was  any- 
thing like  a  small  one  in  this  line,  but  even 
with  its  large  sales  it  is  destined  to  be  cast 
in  the  shade  compared  with  the  year  now 
before  the  trade. 

Progi'essive  dealers  pushed  this  most  com- 
fortable equipment,  and  the  results  have 
borne  fruit,  as  every  convert  made  has  been 
a  missionary  to  spread  the  propaganda  of 
one  of  the  most  comfortable  devices  ever 
applied  to  a  bicycle.  No  one  could  ride  a 
coaster  brake  except  to  preach  its  good 
points  to  those  who  had  held  back  from  one 
cause  or  another. 

A  decided  factor  in  the  coaster  brake  mar- 
ket are  P.  &  F.  Corbin,  of  New  Britain, 
Conn.,  whose  immense  factory  and  equip- 
ment have  been  for  so  long  identified  with 
the  production  of  New  Departure  coaster 
brakes.  The  well  known  facilities  of  this 
concern  has  kept  pace  with  the  movement, 
and  those  who  have  been  admitted  to  its 
confidence  have  known  that  the  hub  for  1902 
was  to  have  features  of  decided  merit. 
These  are  in  evidence  throughout  the  con- 
struction, with  the  notable  feature  that  when 
the  pressure  is  applied  the  brake  will  not 
set  from  an  expanding  spring,  but  is  entirely 
controlled  by  the  amount  of  pressure  applied 
to  the  pedals. 

This  year's  hub  is  known 'as  Corbin's  Du- 
plex 1902  Model  New  Departure  coaster 
brake,  and  is  illustrated  and  described  here- 
with: 

When  the  rider  pedals  forward,  the  sprock- 
et revolves,  carrying  with  it  the  driver  (5) 
to  which  it  is  attached.  The  clutch  (29) 
travels  along  the  driver  (5)  upon  the  threads 
shown  in  the  illustration,  and  when  the 
driver  is  rotated  forward  by  pedaling,  the 
clutch  (29)  is  drawn  into  frictional  contact 
with  the  hub  shell,  thus  driving  the  hub 
forward  tlu'ough  power  applied  to  the  pedals. 

When  coasting,  the  pedals  are  stopped,  and 
through  the  chain,  the  sprocket,  the  driver 
and  the  clutch  sleeve  (29)  are  held  against 
rotation,  the  hub  continuing  to  revolve 
through  the  momentum  of  the  wheel.  The 
relative  action  of  the  parts  move  the  clutch 
sleeve  to  the  left,  out  of  contact  with  hub 
shell  and  into  engagement  with  the  teeth  on 
the  braie  clutch  (28). 

The  wheel  will  now  coast  freely  while 
the  feet  remain  stationary  on  the  pedals. 

In  applying  the  brake  the  rider  presses 
slightly  upon  the  rearmost  pedal,  and  the 
clutch  sleeve  (29)  engages  with  the  teeth  of 
the  brake  clutch  (28),  which  presses  against 
the  levers  (2.3)  in  the  brake  cap,  thus  open- 
ing the  bralie  shoes  (22),  in  opposite  direc- 
tions and  in  a  parallel  movement  into  fric- 
tional contact  with  the  interior  surface  of 
the  brake  drum,  which  is  an  extension  and 
a  part  of  the  hub  shell.  Tliis  retards  the 
speed  or  stops  the  wheel,  according  to  the 
amount  of  pressure  applied  at  the  pedals. 

When     pressure     is     removed     the     plate 


springs  (24)  automatically  bring  the  shoes 
(22)  back  into  position.  The  shoes  are  a  little 
less  than  half  a  circle  in  length  and  rest  at 
their  centers  on  pins.  The  ends  of  the  shoes 
are  lipped,  giving  a  lai'ge  surface  for  the 
levers  to  work  against,  at  the  same  time  act- 
ing as  pocliets  for  the  ends  of  the  plate 
springs.  These  springs  are  deflected  against 
the  pins  at  the  centers  of  the  shoes. 

That  the  simplicity  and  positive  action  of 
the  driving  clutch  (29)  and  the  brake  clutch 
(28)  may  be  fully  understood,  they  are  here 
shown  as  detached  from  operative  position. 


It  will  be  noted  that  the  meeting  edges  of 
the  two  are  cut  with  interlocking  saw 
teeth.  The  outer  end  of  the  brake  clutch 
has  two  fan  shaped  lugs,  between  which 
passes  the  wheel  axle.  In  the  two  pockets 
formed  by  the  lugs  are  the  free  ends  of  the 
levers  which  are  pivoted  at  their  outer  ends 
between  the  lips  of.  the  shoes. 

In  addition  to  the  regular  model  made  for 
pedal  driven  bicycles,  P.  &  F.  Corbin  make 


a  motocycle  model  known  as  No.  5A.  The 
construction  is  the  same  as  the  regular,  with 
the  exception  that  it  has  wider  brake  shoes, 
giving  ample  braking  power  for  this  class  of 

machines.  .^^_^_ 

aoinj;  West? 

If  you  purchase  your  tlcketa  Tla  the  Nickel 
Plate  Road,  the  shortest  route  between  Buf- 
falo and  Chicago,  you  will  secure  the  beat 
iervlce  at  the  lowest  rates.  Three  fast 
thru  express  trains  dally,  In  each  direc- 
tion, between  Buffalo,  Brie,  Cleveland,  Ft 
Wayne  and  Chicago  making  close  connec- 
tions at  the  latter  city  with  the  fast  trains 
of  the  Western  roads.  The  trains  on  the 
Nickel  Plate  Road  consist  of  elegant  resti- 
buled  day  coaches,  Bleeping  cars  of  the  latest 
models,  and  Nickel  Plate  dining  cars  serv- 
ing famous  indiyidual  club  meals  at  rates 
from  85  cents  to  $1.  Thru  sleeping  cars 
are  also  run  from  Boston,  New  York,  Al- 
bany, Syracuse,  Rochester,  Scranton,  Bing- 
hamton  and  l£Imira,  and  many  other  Bastem 
cities. 

It  your  ticket  agent  cannot  glre  yoa  ttbe 
information  desired,  address  F.  J.  Ifoore, 
General  Agent,  Nickel  Plate  Boad,  291  Main 
Rt„  Buffalo,  N.  T.  ••• 


The  Retail  Record. 

Helena,  Ark.— J.  O'Connor,  fire  loss;  in- 
sured. 

Aurora,  111.— Frank  Anderson;  fire;  loss 
slight. 

St.  Paul,  Minn.— Frank  M.  Smith,  de- 
ceased. 

Colfax,  Iowa.— Cox  &  Snyder,  bought  out 
E.  J.  Miles. 

Gloucester,  Mass.— Charles  J.  Gray,  in 
bankruptcy. 

Canton,  Me.— F.  J.  LafCaty  &  Co.  succeeds 
W.   R.   Trusty. 

Caribou,  Me.— Fred  J.  Lafferty  bought  out 
William  Trusty. 

Harrisburg,  Pa. — Keller  &  Mumma,  volun- 
tary bankruptcy. 

Holyoke,  Mass.— Ross  Cycle  Co.;  damage 
by  water  from  fire. 

Elizabethtown,  N.  Y.— George  Fisher,  build- 
ing addition  to  store. 

Erie,  Pa.— Palace  Bicycle  Co.,  succeeds 
Chambers  &  Suerken. 

Waterloo,  N.  Y.— Howard  F.  Burbridge, 
succeeds  John  Haight. 

Terre  Haute,  Ind.— A.  Chaney  &  Brother 
moved  to  Swope  Block. 

Oshkosh,  Wis.— Jesse  Chase  and  Paul  Mc- 
Intyre,  formed  partnership. 

Ithaca,  N.  Y.— Truman,  King  &  Co.  pur- 
chased stock  of  Nathan  Hanford. 

Utica,  N.  Y.— W.  J.  Smith,  opened  repair 
shop  at  Second  and  Elizabeth  streets. 

Springfield,  111.— Overtake,  Morton  &  Hob- 
lit  succeeds  Overtake,  Curry  &  Hoblit. 

Washington,  D.  C— J.  C.  Wood  succeeds 
W.  T.  Robertson  &  Co.,  No.  429  Tenth  street, 
N.  W. 

Waltham,  Mass.— Ralph  Worcester  suc- 
ceeds John  Grossman  and  moved  to  No.  587 
Main  street. 

Westport,  N.  Y.— 6.  W.  Spencer,  removed 
to  Round  Lake,  N.  Y.,  where  he  will  con- 
tinue business. 

Springfield,  Mass.— National  Automobile 
Supply  Co.,  No.  lOO  Worthington  street,  will 
handle  bicycles,  also. 

South  Nordalk,  Conn.— Fox  Cycle  &  Hard- 
ware Co.,  partnership  of  Edgar  H.  Fox  with- 
drawn; Everett  S.  Bulkley  continues  under 
same  style. 

How  Steel  Ball  Sells. 

It  is  difficult  to  call  up  a  more  compre- 
hensive guarantee  than  that  under  which 
the  Steel  Ball  Co.,  Chicago,  sells  its  goods, 
to  wit:  That  every  ball  is  a  perfect  sphere; 
that  every  ball  is  within  1-100,000  of  an 
inch  of  exact  size;  that  the  balls  are  made 
of  the  best  quality  crucible  tool  steel;  that 
balls  bought  from  ns  at  one  time  will  be 
exactly  like  balls  of  a  similar  size  bought 
from  us  at  any  other  time. 


Too  Warm  for  Belief. 

For  winter  riding  the  motor  in  front  type 
has  one  advantage.  The  rider  can  warm 
his  hands  with  the  heat  the  motor  gives  out. 
Not  only  this,  but  he  gets  a  little  warmth 
from  this  heat  as  it  passes  his  body 


THE  BICYCLING  WORLD 


447 


RACING 


McEachem  defeated  Monroe  in  the  final 
of  the  four-cornered  motor  bicycle  paced 
raced  at  the  Second  Regiment  Armory  track 
January  21.  The  distance,  ten  miles,  was 
ridden  in  fast  time,  McEachern  finishing- 
two  laps  to  the  good  in  16.27.  In  the  first 
event  of  the  erening  a  five-mile  motor  bi- 
cycle paced  race  between  Monroe  and  Le- 
ander,  the  former  won  handily.  Monroe 
passed  Leander  in  the  ninth  lap  of  the  third 
mile  and  kept  in  the  lead  during  the  re- 
mainder of  the  race;  time,  8.29  1-5.  The 
second  race  McEachem  won  from  Gougoltz 
in  easy  style,  finishing  in  the  lead  by  almost 
three  laps,  in  8.41.  Gougoltz  seemed  unable 
to  follow  the  pace  set  by  the  champion.. 

The  third  race  was  betwwen  the  respective 
losers  of  the  first  and  second  races,  Leander 
and  Gougoltz,  and  was  at  a  distance  of  I  en 
miles.  Leander  lapped  Gougoltz  in  the  sec- 
ond and  seventh  miles  and  twice  in  the  last 
mile.  Gougoltz,  as  in  the  previous  race, 
seemed  unable  to  hold  the  pace.  The  time 
was  18.12  1-5. 


At  the  Second  Regiment  armory  track, 
Philadelphia,  January  23,  Monroe  won  first 
money  in  the  four  cornered  motor  bicycle 
paced  races.  In  the  first  event  Monroe  de- 
feated Maya  by  half  a  lap  in  a  five  mile 
race,  in  the  time  of  8.01.  In  the  next  race 
of  five  miles.  Freeman  won  from  Rutz  by  a 
lap  in  8.20 1-5.  These  were  the  two  trials. 
In  the  finals  Rutz  and  Maya  met  to  decide 
third  and  fourth  moneys,  while  Monroe  had 
Freeman  for  an  opponent  to  decide  first  and 
second  moneys.  In  the  race  between  Maya 
and  Rutz,  Maya  got  the  start,  but  Rutz 
sprinted  and  drew  up  in  the  lead  at  the 
second  mile,  but  on  the  second  lap  Rutz  lost 
his  pace  and  Maya  rode  around  him.  From 
then  on  Maya  held  the  race  safe.  Maya  won 
as  he  pleased  by  three  laps,  riding  the  ten 
miles  in  17.22.  The  final  heat  of  ten  miles 
for  first  and  second  money  between  Monroe 
and  Freeman  was  won  by  the  former  in 
16.38  2-5.  He  rode  around  Freeman  in  the 
fifth  lap  of  the  sixth  mile  and  finished  one 
and  one-quarter  laps  to  the  good.  Michael 
rode  an  exhibition  mile  behind  pace  in 
1.32  1-5. 


Michael  fairly  ran  away  from  Gougoltz  in 
the  first  of  a  series  of  five  mile  races  at  the 
armory  track,  Philadelphia,  January  25.  Mi- 
chael won  the  first  heat  of  his  race  with 
Gougoltz  by  two  and  one-quarter  laps  in 
8.28  4-5.  He  finished  the  second  heat  five 
laps  ahead  of  Gougoltz  in  8.16  4-5.  McEach- 
ern won  from  Freeman  in  two  straight  heats, 
covering  the  first  five  miles  in  8.01%,  two 
and  one-half  laps  ahead  of  Freeman.  In 
the  second  heat  both  riders  showed  remark- 
able speed  and  rode  abreast  almost  the  en- 
tire distance.  McEachern  finished  one-half 
of  a  lap  ahead  of  Freeman  in  7.52  2-5,  break- 
ing the  indoor  record  of  8.011-5  made  re- 
cently on  the  same  track  by  Monroe, 


The  three-cornered  fifteen  mile  motor 
paced  race  at  Philadelphia,  January  27,  be- 
tween McEachern,  Monroe  and  Maya  proved 
a  disappointment.  The  first  accident  oc- 
curred in  the  third  mile,  when  the  gasoline 
tank  on  Monroe's  pacing  machine  sprang  a 
leak,  and  the  fiuid  flying  into  his  eyes  dis- 
concerted him  and  he  quit.  In  the  eleventli 
mile  the  front  tire  on  Maya's  wheel  came  off, 
and  the  rider  went  down  with  a  thud.  He 
was  severely  bruised.  McEachern,  who  had 
a  safe  lead  at  the  time,  went  on  and  crossed 
the  line  in  24.41 4-5. 


Dan  Canary  has  returned  to  trick  riding 
after  an  absence  of  many  years.     He    has 


Of  Value  to  Motocyclists. 

With  a  view  to  the  convenience  of  the 
automobile  user  the  Taylor  Brothers  Co.,  of 
Rochester,   N.  Y.,  have  got  out  a  gasolene 


testing-  apparatus,  whicli  fully  accomplishes 
this  purpose. 

The  device  consists  of  a  hydrometer  on  the 
Baume  scale,  60  to  80  degrees.  This  is  in- 
closed in  a  flannel  bag,  thus  preserving  the 
fragile  instrument  from  breakage.  This  is 
then  placed  in  a  glass  test  jar,  used  to  hold 
the  gasolene  to  be  tested.  The  whole  is  then 
carried  in  a  round,  nickel  plated  carrying 
case,  4%  inches  long  and  1  inch  in  diameter. 

"doubled  up"  with  Kilpatrick,  the  one-legged 
wonder,  and  they  begin  their  "turn"  this 
week  in  conjunction  with  Dockstader's  Min- 
strels. Among  other  things,  they  employ  a 
"cycle  whirl,"  or  one  hundred  and  odd  lap 
track,  which  is  styled  "Kilpatrick's  Cycle 
Dazzle."  Two  women  trick  riders  assist  in 
the  performance. 


The  oft  projected  track  at  Coney  Island  is 
in  a  fair  way  of  becoming  a  reality  during 
the  current  year.  Tom  Eck  has  the  matter 
in  charge,  and  has  progressed  so  far  as  to 
pay  out  $50  for  membership  to  the  N.  C.  A. 


The  annual  meeting  of  the  N.  C.  A.  will 
be  held  next  Tuesday,  February  4,.  in  this 
city,  of  course. 


Yoi  Ar 
Bitercstci 


1 


WORLD  IH? 


WILL  SURELY 
IITEREST  YOU. 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of     mechanical 
terms    is    needed  to 
understand    it. 


PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUILDING, 

NEW  YORK  CITY. 


$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE  COPT  W  APPLICAnW. 


nt 

1;)( 


448 


THE  BICYCUNG  WORLD 


Orients  ;  Their  Rejuvenation. 

What  may  be  fairly  termed  oue  of  the 
trade  surprises  of  the  year  has  been  fur- 
nished by  the  Waltham  Manufacturing  Co., 
of  Waltliam,  Mass.,  with  their  line  of  Orient 
bicycles. 

"Rejuvenated,"  perhaps,  exi)resses  as  well 
as  anything  their  position  to-day.  While 
the  Orient  bicycle  has  always  been  recog- 
nized as  one  of  the  very  finest  machines  in 
the  world,  its  sales  have  been  handicapped 
in  various  ways  during  the  last  few  years. 
With  the  advent  as  manager  a  few  months 
ago  of  L.  B.  Gaylor,  the  man  who  made  the 
Tribune  famous,  it  was  felt  that  if  anyone 
could  put  the  Orient  bicycle  where  it  be- 
longed—in the  front  rank— he  was  the  man 
to  do  it. 

That  Mr.  Gaylor  is  rapidly  succeeding  in 


Model  No.  76. 


Motor  Bicycle. 

doing  so,  in  fact  has  already  succeeded,  is 
assured. 

His  policy  is  a  simple  one,  merely  a  re- 
turn to  first  principles.  With  a  firm  faith 
in  the  future  of  the  bicycle  business,  a  finely 
constructed  wheel  and  a  superb  factory  to 
build  it  in,  as  a  general  groundworli,  he 
promptly  swept  away  the  underbrush  that 
had  cheeked  the  Orient  growth,  filled  out 
the  line  by  the  addition  of  a  few  desirable 
models,  and  outlined  a  policy  that  was 
bound  to  be  attractive  to  high  class  agents. 

Thus  equipped,  with  no  splurge  or  flourish 
of  trumpets,  he  started  out  to  get  business. 
He  got  it,  and  is  still  getting  it  in  a  satis- 
factory  volume. 

So  much  for  what  the  Waltham  Manu- 
facturing Co.  are  doing. 

As  for  the  wheels  themselves,  the  changes 
in  the  regular  models  are  principally  matters 
of  detail  in  construction,  which  do  not  ma- 
terially affect  the  appearance  of  the  ,  ma- 
chines.    AH  "the  prominent  distinctly  Orient 


features  such  as  the  triple  truss  fork,  crown, 
Orient  sprockets,  two-piece  cranks  and  other 
parts  have  been  retained,  but  rejoined  wher- 
ever possible.  The  line,  complete,  consists 
of  eight  models,  ranging  in  price  from  $75 
to  $30,  headed  by  the  racer  (Model  78).  This 
is  a  superb  machine,  on  which  nothing  has 
been  spared,  and  is  sure  to  more  than  main- 
tain the  splendid  speed  record  of  the  Orient 
on  track  and  road. 

The  specifications  of  this  model  in  brief 
are  19  and  21  inch  frames,,  wheels  26  front, 
28  rear;  6%  or  7  inch  cranks  (the  long  crank 
feature);  Harvard  80,  1%  inch  tires;  weight, 
about  twenty  pounds.     The  price  is  $50. 

The  Orient  Leader  (Model  77)  is  a  high 
class  road  machine  designed  for  speedy, 
clean  cut  road  work  and  built  for  business. 
Frame,  21  inch,  with  an  option  of  23  inch; 


Model  No.  75. 


Model  No.  72. 


Model  No.  73. 

long  cranks,  racing  pedals,  Hartford  801% 
inch  tires,  semi  racing  equipment.  Weight, 
about  211/0  pounds.     Price,  $50. 

Orient  Light  Roadster  (Model  76)— This  is 
the  regular  full  roadster,  but  weighs  only 
about  22  pounds  and  has  fine  equipment. 
Lists  at  $40. 

Orient  Ladies'  Light  Roadster  (Model  75)— 
This  machine  is  ^  worthy  companion  to 
Model  76,  of  graceful  design  and  lists  at 
the  same  price. 

Models  74  and  the  73  (ladies')  are  new 
throughout,  and  have  been  added  this  year 
to  supply  Orient  agents  with  a  good  wheel 
at  a  lower  pi:ice.  By  light  weight,  attractive 
design  and  good  equipment  (a  feature,  by 
the  way,  of  the  entire  Orient  line)  they  are 
already  proving  splendid  sellers.  The  price 
is  $30. 

Orient  Tandem  (Model  72)— But  few 
changes  are  observable  on  the  tandem,  in 
fact,  it  is  hard  to  see  wljere  any  could  be 
made  to  improve  it.    The  Orient  has  always 


been  one  of  the  few  really  good  tandems  on 
the  market,  and  has  won  its  spurs  long  ago. 
llie  chief  change  is  in  the  price,  which  is 
now  $7.1,  a  fact  the  agent  will  not  be  slow 
to  appreciate. 

Orient  Chainless  (Model  71)— This  is  of 
the  bevel  geared  type,  well  gotten  up  and 
lists  at  $65. 


Flsk  Free  From  Gloom. 

All  of  the  travelers  of  the  Fisk  Rubber 
Co.  are  this  week  in  conference  at  the  fac- 
tory in  Chicopee  Falls.  A  talk  with  any  of 
them  reflects  the  elation  and  satisfaction 
that  pervades  the  Fisk  institution.  The 
Fisk  tire  had  a  good  year  last  season,  and 
everything  indicates  an  even  better  one  dur- 
ing 1902. 


Mode!  No.  78. 


Model  No.  71. 


Model  No.  77. 


London  Hears  a  Russian  Rumor. 

London  hears  that  there  is  a  persistent 
rumor  in  St.  Petersburg  commercial  circles 
that  great  reductions  are  shortly  to  be  made 
in  the  tariffs  on  certain  manufactured  goods 
imported  from  England  to  Russia,  including 
cycles  and  parts,  the  rumor  going  so  far  as 
to  say  that  "even  the  admission  of  these 
duty  free  is  contemplated."  British  manu- 
facturers are  accordingly  urged  to  keep  their 
ears  to  the  ground  and  make  ready  for  the 
demand  that  is  expected  to  ensue.  The  urg- 
ing is,  however,  accompanied  by  a  caution 
to  go  slow  in  the  matter  of  credits  unless 
the  Russian  accounts  are  guaranteed  by  re- 
sponsible persons  in  Moscow  and  St.  Peters- 
burg. 

"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocycles  and  How  to  Man- 
age Them."  $1.  The  Goodman  Co.,  Box  649, 
NewYoriL  *•* 


THE  BICYCUNG  WORLD 


449 


TALKED  OF  FRAMES 


Engineers'  Institute  Discusses  the  Subject 
but  Develops  Little  That  is  new. 


A  feature  of  English  bicycle  manufactiir- 
ing  that  could  be  emulated  in  this  country 
to  the  great  good  of  the  industry  is  an  or- 
ganization known  as  the  Cycle  Engineers' 
Institute.  The  Institute  holds  stated  meet- 
ings, and  at  these  meetings  papers  are  read 
on  cycle  construction,  a  general  discussion 
of  the  paper  following.  The  spirit  of  rivalry 
thus  engendered  works  all  through  the  trade, 
and  the  keenness  of  competition  keeps  the 
blood  stirred  to  deeds  as  well  as  words. 
When  the  Institute  was  first  organized  its 
papers  were  given  to  the  press,  hut  after  a 
time  they  were  withdrawn.  The  exclusion 
ruling  has  been  rescinded,  and  the  papers 
are  again  to  he  furnished  to  the  press. 

At  the  January  meeting  a  paper  on  Cycle 
Frames  was  read,  a  summary  of  which  is 
here  given. 

In  opening,  the  anther  called  attention  to 
the  fact  that  in  every  other  branch  of  en- 
gineering there  are  well  recognized  and  fol- 
lowed tables  and  data,  but  that  in  bicycle 
making  there  was  nothing  of  the  kind,  and 
that  the  variety  of  ideas  was  most  striking. 
He  attributed  this  to  evidence  that  there  is 
something  about  building  bicycles  that  dif- 


fers from  any  other  branch  of  engineering, 
a  point  made  particularly  notable  by  the 
failure  of  engineers  prominent  in  other  lines 
to  design  frames  that  were  even  tolerated. 

Speaking  of  spring  frames  and  rigid 
frames,  the  author  called  attention  to  the 
many  attempts  made  in  England  to  build 
acceptable  spring  frame  bicycles  and  the 
probably  causes  for  failure  in  a  few  cases, 
his  purpose  in  this  being  to  show  that  "two 
distinct  principles  of  cycle  frame  construc- 
tion are  in  vogue — each  diametrically  op- 
posed to  the  other,  and  yet  both  correct." 

From  tests  made  with  a  "theoretically" 
perfect  design,  in  comparison  with  accepted 
designs,  the  author  concluded  that  to  obtain 
best  results  a  bicycle  frame  should  be  made 
in  such  a  manner  that  it  will  resist  certain 
strains  rigidly,  whilst  it  will  resist  other 
strains  flexibly.  Ai'guing  fi'om  this  he  be- 
lieved it  was  scarcely  possible  to  make  a 
bicycle  too  rigid  sideways.  That  is,  that  if 
the  rear  fork  ends  and  the  head  tube  were 
held  rigidly,  the  crank  hanger  should  not  be 
allowed  to  sway.  To  accomplish  this,  two 
tubes  were  recommended,  ninning  from  the 
lower  head,  in  line  up  and  down,  to  the  ex- 
tremities of  the  hanger.  This  is  a  system 
used  in  all  branches  of  engineering,  but  by 
only  one  English  cycle  maker. 

The  cross  frame  came  in  for  a  great  deal 
of  attention,  owing  to  the  many  ideas  of  the 
English  makers  as  shown  in  their  product, 
but  this  very  variety  left  the  matter  in  doubt. 


in  the  mind  of  the  author,  as  to  the  best 
means  to  employ.  That  is,  whether  the 
cross  tube  should  run  from  the  upper  head 
to  the  hanger  or  from  the  upper  head  to  the 
rear  wheel  axle.  Seemingly  he  favored  the 
latter,  witli  a  single  large  diameter  tube 
from  the  head  to  the  seat  post  tube  and 
then  branching,  in  preference  to  two  smaller 
tubes  triangulated  for  their  entire  length. 

In  the  discussion  which  followed  the  point 
Avas  raised  as  to  the  corrosion  of  tubes.  A 
remedy  was  suggested  in  heating  the  frame 
and  applying  the  enamel  ,hot.  It  is  stated 
in  the  reports  that  come  of  the  meeting  that 
one  of  the  members  revived  the  old  time 
argument  that  the  stay  opposite  the  chain 
side  was  "idle."  It  will  probably  be  re- 
membered that  ten  years  ago  there  were 
makers  in  this  country  who  thought  the 
same  much  to  their  sorrow. 


Fine  Italian  Tariff  Distinctions. 

The  Italian  customs  authorities  have  de- 
cided that  tool  "bags  of  leather  with  acces- 
sories on  cycles  will  be  taxed  separately  in 
future.  They  were  hitherto  not  specially 
mentioned  in  the  tariff,  and  fell,  according  to 
the  official  list,  under  the  heading  "bones  of 
all  kinds,"  which  are  taxed  as  the  rnaterial 
of  which  they  consist.  The  new  ruling 
places  the  tool  bags  as  not  specially  men- 
tioned goods  of  tanned  leather  without  hair, 
for  which  50  lire  per  hundredweight  have  to 
be  paid  as  taxes.  This  increases  the  former 
tax  threefold,  and  places  bags  on  cycles  un- 
der a  separate  tax,  where  formerly  the  cycle 
was  taken  as  a  whole. 


Colorado  Springs,  Colo.,  Jan.  i6,   1902, 

Riggs-Spencer  Company,  Rochester,  New  York. 
Gentlemen  :  * 

Since  August  ist  I  have  resided  in  this  city  and  if  ever  a  Cinch  Brake  was  given  good  trial  it  has  been  on  our  double 
diamond  tandem  since  we  came  here.  Mrs.  Burns  and  I  have  travelled  several  hundred  miles  and  have  made  some  of  the  most 
dangerous  descents  in  this  country.  There  are  no  less  than  a  dozen  splendid  coasting  rides  out  of  this  city,  all  of  which  we 
have  taken: 

Oar  latest  was  to  take  the  train  up  the  Ute  Pass  to  Green  Mountain  Falls,  a  distance  of  15  miles,  for  the  pleasure  of 
coasting  down.     It  is  adrop  of  3000  feet  and  some  of  it  rather  steep.     We  made  the  12  mile  descent  to  Manitou  City  in  40 
minutes  and  could  have  beat  the  time  had  we  not  had  to  give  up  the  road  to  several  vehicles  on  the  way  down,  as  you  know 
there  is  no  passing  room  on  these  mountain  pass-  roads.     We  were  at  home  in  55  minutes  from  the  time  of  leaving  Green  Moun 
tain   Falls.     We  have  tried  the  Cinch  on  nearly  >evefy  coast  in  this  section  and  it  has  never  yet  failed  to  work  even  under  the 

highest  speed.     Furthermore,  it  has  not  been  out  of  order,  while  the put  on  my  single  wheel   at   the   same   time 

has  been  to  the  shop  three  times.     The  fibre  in  the  braking  mechanism  of  it  burns  right  out. 

Mrs.  Burns  and  I  both  agree  that  our  tandem  without  the  Cinch  would  give  us  far  less  pleasure  as  there  are  many  moun- 
tain rides  here  that  would  mean  certain  death  without  a  safe  brake. 

Although  this  testimonial  is  sent  to  you  unsolicited  I  feel  sure  that  you  will  be  pleased  to  know  the  result  of  nearly  six 
months  hard  test  in  the  mountains,  a  thing  which  few  brakes  will  stand  on  a  tandem. 

Respectfully  yours, 

JOHN  T.  BURNS, 

News  Editor  The  Evening  lelegraph. 


450 


THE  BICYCUNG  WORLD 


Tourist  Cars  on  the  Nickel  Plate  Road. 

Semi-weekly  transcontinental  tourist  cars 
between  the  Atlantic  and  the  Pacific  coasts 
are  operated  by  the  Nickel  Plate  and  its  con- 
nections. Tourist  cars  referred  to  afford  the 
same  sleeping  accommodations,  with  same 
class  of  mattress  and  other  bedclothing,  that 
are  provided  in  the  regular  Pullman  sleep- 
ing car  service.  These  tourist  cars  leave 
Boston  on  Mondays  and  Wednesdays,  and 
leave  San  Francisco  on  Tuesdays  and  Fri- 


days. Berths  In  these  tourist  cars  are  sold 
at  greatly  reduced  rates.  Conveniences  are 
offered  without  extra  cost,  for  heating  food, 
or  preparing  tea  or  coffee,  affording  every 
facility  for  comfort  on  a  long  journey,  espe- 
cially for  families  travelling  with  children. 
Lowest  rates  may  be  obtained  always  via 
the  Nickel  Plate  Road  for  all  points  in  the 
West.  For  special  information  regarding  all 
trains  on  the  Nickel  Plate  Road,  includtag 
these    tourist    cars,    consult    your    nearest 


ticket  agent,  or  write  A.  W.  Bcclestone,  D. 
D.  Agt..  385  Broadway.  New  York  City.  ••• 


Pictured  at  the  Roadside. 

The  G.  &  J.  Tire  Co.,  Indianapolis,  have 
issued  another  lithographic  hanger  devoted, 
of  course,  to  their  well  known  tii-e.  It  de- 
picts a  roadside  scene,  a  cycling  gallant 
being  engaged  in  making  a  repair  of  the 
lady's  punctured  pneumatic.  It  is  full  of 
color. 


^aoo  o^o  #ss 


IS  A  LONG  LEAP,  BUT  THAN  THE 

INDIAN  BICYCLES, 

that  run  the  scale,  there  were  never  better  values 
offered  the  cycle-purchasing;  public.  Whether  it 
be  the  motor  bicycle  or  the  pedal-propelled  bicycle, 
INDIANS  are  of  a  class :  They  are  built  to  sell  and  to 
give  satisfaction  after  they  are  sold;  and  they  do  it,  too. 


WHOSE   AGENT   ARE    YOU  ? 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles, 

'Motocycles  and   How  to  Man- 
age Them" 

is  the  very  book  you  need. 
Every  page  teaches  a  lesson.     Every  illustration 

"speaks  a  piece." 
And  there  are  126  pages  and  41  pictures,  too[l 

Price,  $1.00. 
The  Goodman  Co.,  124  Tribune  Bldg.,  New  York. 


V^* 


♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ ♦♦♦ 

♦ 


THE  COASTER  BRAKE  THAT 


Proved  Worthy  of  the  Highest  Award 

AT  THE  PAN-AMERIGAN  EXPOSITION 


That's  It. 


THE  UNIVERSAL 

OUGHT  TO  BE  WORTHY 
:   of  the  investigation  of  every  thoughtful  man 

INTENT  ON  THE  PURCHASE  OF  COASTER  BRAKES. 


I 


Particulars  and  Prices  on  Request. 


i  UNIVERSAL  COASTER  BRAKE  CO.,  Buffalo,  New  York.  | 
^♦♦♦♦♦♦♦♦♦♦•♦♦•••••» »#♦♦♦♦♦♦♦»»♦♦♦♦ 


THE  BICYCLING  WORLD 


45  J 


C.B.BARKER&CO., 

93  Reade  Street, 


Ltd. 


NEW  YORK. 

Our  lines  for  1902  are  now  complete  and  em- 
brace all  standard  and  saleable  sundries  and 
accessories. 

Catalogue  is  in  press  and  should  be  in  the 
hands  of  every  LIVE  agent. 

SEND  US  YOUR  NAME  AND  ADDRESS. 


Metropolitan 


5.gent"sfor  Crawfofd  Bicycles 

Also  Crawford  Agents  for  New  Jersey  and 
Eastern  Pennsylvania. 


Jobbers,  Be  Wise! 

Handle  these 
Goods  and 

MAKE  MONEY, 

STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


THE  ERIE  CRACK- A-  JACK  (DOUBLE  TUB^ 
PATENTED  MAY  28.  I90r 

PENNSYLVANIA  RUBBER  CO. 
ERIE.   PA. 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK 

BUFFALO 


CHICAQO  BOSTON 

PHILADELPHIA 


Veeder  Cyclometers 

STAND  ALONE. 


0  000  Miles  and  Repeat 
and  Trip. 


10,000   Miles 
and  Repeat. 


ACTUAL  SIZE. 


Competition   has   been  silenced   by  sheer 

...SUPERIORITY... 

Wheelmen  no  longer  ask  for  a  "  CYCLOMETER." 
They  ask  for  a  *« VEEDER." 
Those  two  words  are  synonymous. 

Dealers  can  secure  them  from  any  jobber  of  consequence  in  the 

United  States.     They  are  on  sale  in  every 

civilized  country  in  the  world. 


Makers  of  CYCLOMETERS, 
^^^      ODOnETERS, 
%^      COUNTERS, 
"  FINE  CASTINGS.  CATALOQUE  FREE.  HARTFORD,    CONN. 


THE  VEEDER  MFG.  CO., 


J 


452 


THE  BICYCUNG  WORLD 


'/2lb. 


iPOLlSHE^'. 

Ifrass,  Nickel  and  SteeJlll 
i:  ...ON...  j, 

f 'W/es,  Motor  Veliicles,  Car- 
I'fiage  and  Harness  Trim-  f 
iTil    "^'"SS,  Golf  Clubs. 
{if:  Yachts  and 

ffk  .  Tools:, 

lit    .  ®'  ■'*f«'a'  Signs  and  Rail 
[flji   '"gs.  Show   Case  and    ■ 
li¥  r  fountain  Fixtures. 
M'^^"cpis,    Sad   Irons  andj 
(ft       KUcfien  Utensils,  S 

'-'*'"•'"   Range  and  Householili 
Ornaments,  d 

M&ffMNS   NO  ACID   OH  EMERW 


unlike   other 

Metal 
Polislies 

contains  no 
Acid  or  Emery. 

if 

THE  ONLY  RUST 
REMOVER  ON 
THE  MARKET. 


IT  SAVES  LABOR. 

The  polished  surface  will  not  soon  corrode, 

rust  or  tarnish. 

R.  R.  is  invaluable  for  cleaning  old  wheels. 

It  does  not  injure  nickeled  or 

polished  surfaces. 

Send  for  Catalog  No.  10. 

Q.  W.  COLE  COMPANY, 

Makers  of  the  famous 


145  Broadway,        .        .        .        New  York. 

ALL   JOBBERS    HANDLE   THEM. 


The  Week'5  Patents. 

691,374.  Bicycle  Lock.  Oswald  H.  Han- 
sen, Milwaukee,  Wis.  Filed  Sept.  23,  1901. 
Serial  No.  76,156.    (No  model.) 

Claim.— 1.  In  a  bicycle  lock,  the  combina- 
tion of  a  casing  secured  to  tlie  frame  of  a 
bicycle,  a  normally  rotable  wheel  in  said 
casing  and  provided  with  projecting  teeth 
of  the  sprocket  chain  of  the  bicycle,  and 
means  for  locking  said  wheel  so  as  to  pre- 
vent rotation  thereof. 

691,541.  Coaster  Brake.  Charles  Glover, 
New  Britain,  Conn.,  assignor  to  P.  &  F.  Cor- 
bin,  a  corporation  of  Connecticut.  Filed  June 
11,  1901.   Serial  No.  64,097.    (No  model.) 

Claim.— 1.  A  brake  mechanism  for  coaster 
brakes  and  tlie  like,  said  mechanism  com- 
prising a  plurality  of  non-yielding  brake 
shoes  and  a  brake  actuating  device  and 
means  between  the  ends  of  said  shoes  and 
said  brake  actuating  device  to  impart  to  said 
shoes  an  outwai'd  movement,  and  means  to 
couple  said  brake  actuating  device  with  the 
motive  power  therefor. 

691,574.  Elastic  Tire.  Joseph  Baier  and 
Emily  Clark,  London,  England.  Filed  Aug. 
22,  1901.   Serial  No.  72,859.   (No  model.) 

Claim. — 1.  An  elastic  tire  comprising  a 
cover  of  flexible  material,  a  number  of 
arched  metal  springs  arranged  within  said 
cover,  transverse  springs  connecting  the  sides 
of  said  arched  springs,  connections  between 
adjacent  arched  springs,  and  a  circumfer- 
ential wire  to  which  said  arched  springs  are 
connected,  substantially  as  described. 

691,597.  Bicycle  Attachment.  Andrew  P. 
Christiansen,  Gardnerville,  Nev.  Filed  Mar. 
2,  1901.    Serial  No.  52,080.   (No  model.) 

Claim.— 1.  An  attachment  for  bicycles 
comprising  jaws  adapted  to  engage  on  op- 
posite sides  of  the  handle  bar  stem,  coiled 
springs  connected  at  their  outer  ends  to  the 
said  jaws,  stems  upon  which  said  springs 
are  positioned,  said  stems  having  headed 
outer  ends  and  oppositely  threaded  inner 
ends,  an  adjusting  nut  receiving  the  thread- 
ed ends  of  the  stems,  and  means  for  attach- 
ing the  device  to  the  frame  of  a  bicycle,  sub- 
stantially as  described. 

691,611.  Electric  Battery.  Albert  De  Dion 
and  Georges  Bouton,  Puteaux,  France.  Filed 
Feb.  6,  1901.    Serial  No.  46,258.    (No  model.) 

Claim.— 1.  In  a  storage  battery,  a  positive 
electrode  consisting  of  a  metallic  vessel 
adapted  to  contain  an  exciting  fluid,  a  nega- 
tive electrode  consisting  of  a  metallic  strip 
embedded  in  a  compressed  block  of  oxid  of 
copper,  and  a  piece  of  copper  gauze  inclos- 
ing said  compressed  blocli,  said  block  and 
gauze  adapted  to  conform  to  the  inner  face 
of  said  vessel  and  fit  snugly  within  the  same. 


691,691.  Coaster  Brake  for  Bicycles.  Adol- 
phus  F.  "Wyman,  New  Bedford,  Mass.  Filed 
May  13,  1901.   Serial  No.  60,099.    (No  model.) 

Claim.— A  coaster  brake  for  a  bicycle,  com- 
prising a  stationary  shaft,  having  ball  cones 
integral  therewith;  a  cylinder  or  shell,  sur- 
rounding said  cones  and  adapted  to  revolve 
thereon  by  ball  bearings;  a  sprocket,  inte- 
gral with  or  secured  to  said  cylinder;  a  shell 
or  hub,  surrounding  said  cylinder,  adapted 
to  revolve  on  ball  bearings  between  cones, 
one  of  which  is  integral  with  the  sprocket, 
and  the  other  secured  to  the  stationary  shaft; 
a  spiral  spring,  surrounding  said  cylinder, 
having  one  end  secured  to  the  sprocket,  a 
clutch,  whose  free  movement  is  in  a  forward 
direction,  secured  to  said  shaft,  and  the  op- 
posite end  of  said  spring,  secured  to  said 
clutch,  said  spring  being  normally  in  fric- 
tional  contact  with  the  interior  of  said  hub, 
and  adapted  to  be  wound  to  a  smaller  spiral, 
by  the  action  of  back  pedalling,  substantially 
as  shown,  and  described. 


When  Good  Clerks  Count. 

"Dull  seasons  come  to  all  stores— seasons 
when  more  energy  and  push  and  good,  hard 
work  is  required  to  make  sales  and  keep  up 
the  business;'*'  Here  is  where  the  trained  and 
permanent  clerk  shows  his  value. 

"Then,  another  thing,  a  merchant  can  put 
his  eonfldence  in  the  doings  of  a  good  man, 
and  sleep  easy  nights.  He  need  not  keep  his 
eye  continually  on  the  conduct  of  such  a 
clerk.  He  need  not  feel  that  the  customer 
is  being  handled  improperly.  He  may  rest 
assured  that  the  sale  will  be  made  if  honest 
and  capable  salesmanship  can  make  it  at  all. 

"Every  retailer,"  says  an  exchange,  "wants 
to  feel  that  if  a  customer  slips  away  from  his 
clerk  he  would  slip  away  from  any  clerk,  or 
himself." 


Single  Track  Tricycle  Coming! 

From  England  comes  word  that  a  motor 
tricycle  is  soon  to  be  put  on  that  market, 
having  the  wheels  in  single  flle  instead  of 
on  the  plan  of  a  triangle.  The  name  of  the 
machine  is  the  Ulono  track  tricycle.  The 
maker  claims  the  following  among  other  ad- 
vantages. Vibration  is  lessened,  side  slip 
not  noticeable,  exceptionally  easy  steering 
and  that  the  machine  will  stand  unsup- 
ported. How  this  latter  is  accomplished  is 
left  entirely  to  the  imagination. 


"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them."  $1.  The 
Goodman  Co..  Box  649.  New  York.  ••• 


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...The  REAL  THING  in  Bicycle  Wrenches... 

THE    WRENCH    THAT    ACTUALLY    DOES    "LIVE    UP"    TO'    ITS    NAME. 


"MM' 


\Lj 


il 


Length, 
5  inches, 


(  Will  take  i^-inch  nut.) 
Write  for  Catalog  and  Quotations. 


FPnlJC  [.10S"-.BERG  CJ  i  " 
.,  ATTLEBORO  fiASS¥^Ar5 
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^fi-'T-'"W"b'' 


Weight, 
4)i  ounces. 


ITS    STERLING    QUALITY   and     ITS 

POPULAR  PRICE    HAVE   MADE 

IT  A  PHENOMENAL  SELLER. 


FRANK  MOSSBERG  CO.,  Aiiteboro,  Massm 


THE  BICYCUNG  WORLD 


453 


WE  CAN'T  QUITE  PERFORM 

THE 

ALADDIN  TRICK 

of  exchangfingf  new  lamps  for 
old,  but  we  do  give  you 

Two  Lamps  in  One 

and  for  the  Price 

of  One. 


THE  ADMIRAL 


burns  either 


KEROSENE  OR  CARBIDE 

WITH  EQUAL  FACILITY. 

It  is  thus  certain  to  satisfy  all  sorts  of 
people,  which  means  any  customer  that 
may  come  into  your  store. 


WRITE  FOR  REVISED  QUOTATIONS. 


ADMIRAL  LAMP  CO.,  Marysvjlle,  Ohio. 


OILERS. 


PERFECT" 


CEM" 


25c. 


LEADER' 


'STAR' 


We  make  oilers  for  almost  the  entire  trade.     The 
quality  of  our  oilers  is  unequaled. 

CUSHMAN  &  DENISON,  Mfrs.  240-2  W.  23d  Si.  N.  Y. 


Charges  Heath  With  Jingoism. 

Editor  Bicycling  World: 

In  your  issue  of  January  23,  Mr.  Heath, 
of  the  Wisconsin  Wheel  Works,  entirely 
dodges  the  point  made  by  me  in  my  letter 
of  January  9.  In  this  letter  the  position 
taken  by  the  company  that  1  represent  is 
summed  up  in  the  last  paragraph,  which 
reads: 

"In  conclusion  let  me  say  that  I  shall  at 
all  times  be  more  than  anxious  to  have  a 
bicycle  dealer  handle  my  goods,  and  he  will 
not  only  have  the  first  opportunity,  but  con- 
siderable patience  and  time  cost  will  be  de- 
voted to  what  would'  be  for  our  mutual  ad- 
vantage; but  if  he  is  the  only  dealer  in  his 
town,  and  positively  will  not  wake  up  to 
his  opportunities,  I  shall  have  to  create  a 
new  agent  in  that  town,  just  as  he  was  per- 
haps created  when  he  first  tackled  the  bi- 
cycle. There  were  then  more  makers  than 
the  dealers  in  his  town  could  take  care  of, 
and  from  a  drug  clerk,  bank  messenger,  or 
perhaps  a  repairer  in  some  already  existing 
bicycle  store,  he  was  developed  into  one  of 
the  dealers  on  whom  we  are  calling." 

Neither  in  this  or  in  that  which  preceeds 
have  I  colntended  that  a  motor  bicycle 
maker  should  scare  up  somebody  in  a  town 
to  quote  in  opposition  to  a  recognized 
dealer.  In  fact,  npiy  opponent  seems  to 
have  tried  reading  between  the  lines  in  an 
effort  to  get  a  line  on  me,  and  in  so  doing- 
has  lost  sight  of  the  real  issue.  Either  this 
or  he  is  guilty  of  jingoism,  and  has  twisted 
the  argument  so  that  he  could  write  the 
advertisement  that  appears  in  the  same 
issue  with  this  last  letter  of  his.  The  ad- 
vertisement states  that:  "We  do  not  quote 
you  a  special  agent's  price  and  the  next 
day  quote  the  same  or  better  to  some  custo- 
mer in  your  town  who  wants  one  for  his 
own  use  and  on  whom  you  may  have 
worked  for  months."  Neither  would  any- 
one with  decent  business  morals.  Mr.  Heach 
has  dodged  me  and  is  trying  to  rap  another 
maker  over  the  knuckles  who  is  reported  to 
be  guilty-.— (THAT  OTHER  SALES  MANA- 
GER. 


The  Forgetfulness  of  the  Public. 

"Some  men  think  that  by  making  a  great 
stir  for  a  little  time  they  gain  a  permanent 
advantage,"  observes  the  Travelling  Partner, 
and  adds:  "This  is  far  from  the  truth.  How 
quickly  a  thing  is  forgotten  if  it  is  not  so 
continuously  advertised!  It  is  said  the  pub- 
lic have  bad  memories,  but  perhaps  they 
try  and  crowd  too  much  into  them.  One 
event  usurps  another  in  importance,  and  the 
panorama  of  daily  incidents  diverts  the  mind 
from  ceaseless  concentration  on  one  particu- 
lar thing.  Day  by  day  the  happenings  in- 
crease in  number  and  importance,  and  the 
public  mind  is  ever  being  conducted  to  a  new 
channel  of  thought  and  consideration.  The 
necessity  for  continuous  advertising  was 
never  more  pronounced  than  at  the  present 
time.  A  passing  flash  causes  but  a  moment's 
reflection.  Permanent  drive-it-home  adver- 
tising makes  an  impression  that  lasts." 


IT  IS  EASY  ENOUGH  TO  PASS 

Counterfeit 
Money 

on  the  "  I  didn't  stop  to  think  "  type  of  man, 
or  on  the  one  who  judges  things  merely  by 
their  looks;  and  it  is  pretty  much  the  same 
with  saddles. 

Imitation  may  be  the  sincerest  form  of 
flattery,  but  all  the  world  knows  that  the 
flatterer  "was  a  gay  deceiver  ever."  Accept- 
ing imitation  as  flattery,  however, 

tha  PERSONS  SADDLE  is 


THE 


Most  Flattered  Saddle 


ON    THE 


American  Market. 


The  truth  of  the  assertion  is  too  apparent 
to  require  pointing  out. 

To  the  men  who  think,  it  tells  the  whole 
story. 

They  know  that  the  doubtful  article,  or 
the  unsuccessful  one,  is  never  imitated — they 
know  that  to  be  worth  imitating  the  article 
must  be  unusually  and  surpassingly  good  and 
in  unusual  demand. 

It  is  so  with  Uncle  Sam's  greenbacks  ;  it 
is  so  with  Persons  saddles. 

But  as  is  the  case  with  the  greenbacks,  so 
it  is  with  those  saddles:  the  counterfeits  in- 
variably fall  short  of  the  originals — there  is 
always  something  missing — something  vital 
— something  hard  to  define — something  that 
no  counterfeiter  can  quite  equal  or  imitate, 
no  matter  how  hard  he  may  try  to  do  so. 

By  the  way,  do  you  purchase  saddles  "on 
their  looks"  or  "without  stopping  to  think  " 
of  such  truths  as  are  here  recorded  ? 


PERSONS  MANUFACTURING  CO., 

CHARLES    A.  PERSONS,  PRESIDENT, 

WORCESTER,  MASS. 


■■■HMl 


454 


THE  BICYCUNG  WORLD 


CHAMPION  HUBS 

Wrtte  for  Complete  Descrtptloa  aad  Prices. 


LIUHT    WEIGHT    RACING    MuDKL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Tbeir  Name. 


VULCAN    HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


RICH  GRHDE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  /oS.^R  CHAIN 


NOISELESS  IN  HUD,  WATER  OR 
OUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  prictionleas 
Rocker  Joints.  Insist  on  having  the 
Morse  Twin  Roller.  Fits  regular 
sprockets. 

Send  for  Catalosfue  and 
Trade  Price  to 

Morse  Chain  Co..  immansburi:,  n.  y. 


WANTS  AND  FOR  SALE. 

1 5  cents  per  line  of  seven  words,  cash  with  order. 

A      MOTOR    BICYCLL    for   $2.50   per  week. 
An  automobile  for  $12.50  per   week.     Send 
stamp  for  particulars.     Automobile    and   Motor-Bi 
Co.,   Room   814,    Colonial  Bldg.,  Boston. 

T-(  OR  SALE —  \bout  21,000  feet  best  Mannes- 
man'.s  Imported  Tubing,  5-8  in.,  3-4in.,  13-16 
in  ,  7-8  in  ,  15  16  in.,  and  I  in.  16,  18,  20,  and  22 
guage  at  4  1-2  cents  per  foot,  as  long  as  it  lasts. 
Estate  of  John  Mc  Clave,  604  West  22nd  St.  N. 
Y.  City. 


\A/ ANTED^Bicycle  repairer.   One  understand- 
ing assembling  perferred.    Must  be  temper- 
ate and  well  recommended.     State  experience  and 
wages  expected.     F.  B.  Catlin,  Winsted  Conn. 


SOLAR  LAMPS 

ALWAYS   SATISFY. 

Badger  Brass  Mfg.  Co.,  Kenosha   Wis. 


Century  Cycles 

couldn't  be  better. 

MILWAUKEE  CYCLE  CO.,    Milwaukee,  Wis. 

NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  MFQ.  CO., 
Buffalo,  N.  Y. 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical construciion.finish  and  materials  used, 
that  it  is  possible  to  produce  Made  in 
one  grade  only,  the  highest.  Handsome 
in  appearance;  simple  in  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fit- 
ings  and  crank  hangers  on  the  ntarket. 
Our  igo2  prices  are /(jTO.    Write  for  them 

ARMSTRONG  BROS.  TOOL  CO., Chicago. 


►  ♦♦1 


H 


AND  AND  FOOT  PUMPS, 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

I  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
'Depots:  a  10  Lake  St.,  Chicago. 

4^1  Broome  St.,  New  York 


t 


♦ 
►♦♦♦♦♦♦♦♦♦♦♦ 


IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  Dars  and  extensions  tor  1902  and 
ycu  will  be  agreeably  surprised.  Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


The  Crosby  Company, 

BUFFALO,    N.   Y., 

Sheet  Metal  Stamping. 


K/V  COMPLETE  RE  PAIR  TOOL  FOR  AlL 
/}  SINGLE  TUBE   TIRES.  ,' 


HAS  A  POINT  ONLY  XslN.  DIAMETER. 
THE  lyiAQIC  is  as  good  as  ever.    But  prices  are  dif- 
ferent.     Get  our  new  quotations  for   1902   and    you 
will  be  ri(clit  in  it.      You  will  find  it  well  worth  the 
trouble. 

THE  MAGIC  REPAIR  TUBE  CO.,  250  LARRABEEST.,  CHICAGO,  ILL 


"D.  &  .!."  HANGERS 


Single, 

Tandem, 

Triplet, 

ABSOLUTELY   THE  BEST     Quad  and 

Motor  Cycles, 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hang'jr  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


Sterling  Continuous 


/-^^ 


NON-WINDING. 


SinPLE,     COnPACT, 
DURABLE. 


EVERY  BELL  OUARANTEED. 


Ringing:  Chime. 

NON=REVOLVING. 

Clear,  Loud,  Penetrating 
Alarm. 


N.  N.   HILL   BRASS  CO., 

EAST  HAMPTON,  CONN. 


Sole 
Manufacturers. 


FOR  SALE  BY  THE  WHOLESALE  HARDWARE  AND 
SPORTINCi  GOOD     DEALERS. 


(  PATENT  PENDING.) 


SALESROOMS:    84-86  Chambers  St.,  NEW  YORK 
4S  Pearl  St.    BOSTON. 


Volume  XLIV. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW, 

In  which  is  incorporated  "The  Wheel  and  Cycling  Trade  Review"  and  the  "American  Cyclist," 

New  York,  U.  S.  A.,  Thursday,  February  6,  1902.  v 


,I^o./i9 


NEW  YORK'S  NEW  CLUB 


The  Trade  Enters  Heartily  Into  the  Project 
—Will  Settle  Cycle  Show  Tonight. 


It  may  now  be  said  that  the  cycle  trades- 
men of  the  metropplitaii  district  are  once 
more  interested  in  cj^cling  alSairs  outside  the 
particular  four  walls  for  which  each  individ- 
ual pays  rent. 

That  the  renewal  of  interest  is  genuine 
and  of  considerable  extent  was  made  evi- 
dent at  the  meeting  on  Thursday  night  last, 
Vvhen  the  organization  of  the  projected  club 
was  successfully  accomplished  by  the  adop- 
tion of  the  name  Meti'opole  Cycling  Club 
and  the  election  of  these  officers: 
■  President,  R.  G.  Betts,  of  The  Bicycling 
World;  vice-president,  Charles  E.  Walker, 
of  the  American  Cycle  Mfg.  Co.;  secretary, 
i.  C.  Boardman,  of  the  Tri-Weekly  Tribune; 
treasurer,  M.  L.  Bridgman,  in  the  retail 
trade  on  his  own  account;  captain,  W.  H. 
Mackey,  a  business  man  and  enthusiastic 
cyclist  without  cycle  trade  affiliations.  The 
executive  committee  comprises  the  officers 
and  the  following  members  at  large:  W.  C. 
Marion,  of  Morgan  &  Wright;  George  E. 
Stackhouse,  of  The  Daily  Tribune;  C.  A. 
Persons,  of  the  Royal  Motor  Works,  and  F. 
C.  Gilbert,  of  the  American  Cycle  Mfg.  Co. 

The  i-oster  of  the  club,  in  addition  to  those 
named,  is  almast  a  directory  of  the  metro- 
politan trade  and  of  the  veterans  who  ten. 
fifteen  and  twenty  years  ago  were  in  the 
thick  of  everything  in  which  cycling  was 
conceraed.  Elliott  Mason,  for  nineteen  years 
manager  of  the  Columbia  branch;  W.  Russell 
Pitman,  whose  cycling  experience  dates  back 
to  1877;  John  C.  Wetmore,  of  the  New  York 
Herald  and  several  other  papers;  Arthur  N. 
.Tervis,  of  The  New  York  Sun;  Harris  Parlcer, 
of  C.  B.  Barker  &  Co.;  E.  J.  Willis  and 
Charles  E.  Miller,  the  well  known  jobbers; 
T.  Franklin  Cannon,  of  the  George  N.  Pierce 
Co.;  A.  G.  Batchelder,  chairman  of  the  Na- 
tional Cycling  Association;  G.  M.  Henry,  of 
the  Stearns  Bicycle  Agency;  Frank  Eveland, 
of  the  Spalding-Bidwell  Co.;  T.  F.  Merseles, 
W.  M.  Brewster  and  E.  E.  Tuttle,  of  the 
American  Cycle  Mfg.  Co.;  Henry  Van  Ars- 
dale,  of  the  Wisconsin  Wheel  Works;  W.  J. 
Cronin,  of  the  Duck  Brake  Co. ;  Joseph  Good- 


man, F.  W.  Roche.  S.  Wallis  Merrihew  and 
E.  L.  Ferguson,  of  the  Bicycling  World; 
Edward  A.  Davivs,  A.  C.  Beckert,  Otto 
Schuabel,  retail  dealers  of  New  York;  Alex 
Schwalbach  and  W.  H.  Briggs,  Brook- 
lyn dealers,  and  Frank  L.  C.  Martin  and 
other  New  .lersey  men.  All  these  and  a 
score  of  others,  riders  and  tradesmen  alike, 
are  enrolled;  the  names  serve  to  show  the 
character  of  the  club  and  the  nature  of  the 
awakening,  and  each  day  is  adding  to  the 
membership. 

The  doctrine  of  the  club,  briefly  stated,  is 
the  doctrine  "do  something."  To  assure  that 
the  term  shall  not  be  a  mere  figure  of  speech 
and  that  the  club  shall  maintain  activity,  the 
bylaws  provide  for  a  Committee  on  Plans' 
and  Projects,  which  is  appointed  every'third 
month.  It  is  made  obligatory  on  each  com- 
mittee to  plan  and  carry  out  at  least  one 
CA^ent  of  cycling  interest  during  its  life,  re- 
gardless of  any  other  project  that  any  spe- 
cial committee  may  have  in  hand.  In  this 
way  each  member  in  turn  will  be  given  an 
opportunity  to  share  in  the  work  and  to  ex- 
ercise his  wits.  A  committee  on  publicity 
was  al^o  provided  for.  The  captain  is  re- 
quired to  call  and  conduct  at  least  one  run 
each  month,  and  to  use  his  best  endeavors  t-" 
conduct  at  least  one  tour  of  a  week's  dura- 
tion or  more  each  year. 

The  interest  displayed  was  of  an  encourag- 
ing character,  suggestions  of  what  might  be 
done  being  plentiful.  Two  of  them  took 
definite  form.  One,  a  motion  to  celebrate 
the  "silver  anniversary,"  or  quadri-centen- 
nial,  of  the  American  bicycle,  the  manufact- 
ure of  which  was  begun  in  1877,  was  re- 
ferred to  the  executive  committee  for  consid- 
eration. The  other  resulted  in  the  appoint- 
ment of  a  committee  of  five,  with  E.  H. 
Smith,  chairman,  to  canvass  the  trade  for 
opinions  as  to  the  advisability  of  holding  a 
local  cycle  show.  This  committee  will  ren- 
der its  report  at  a  special  meeting,  which 
will  occur  to-night. 

A  juidsummer  outdoor  carnival,  a  coaster 
brake  contest,  a  motor  bicycle  endurance 
run,  were  among  the  other  projects  talked  of. 
They  will  be  undoubtedly  taken  up  and  dis- 
cussed in  due  course. 

The  headquarters  of  the  Metropole  Club 
will  be  10  West  Sixtieth  street.  Treasurer 
Bridgman  having  generously  placed  his 
locker  rooms  and  reading  room  at  the  dis- 
posal of  the  organization: 


WANT  TRUST  INVESTIGATED 


Dissatisfied   Stockholders   of  Canada's  Big 
Company  Pass  Caustic  Resolutions. 


It  should  surprise  no  one  to  learn  that  the 
stockholders  of  the  Canada  Cycle  and  Motor 
Co.  have  formally  expressed  "intense  dis- 
satisfaction" with  the  state  of  affairs  as  dis- 
closed by  the  last  annual  statement.  Even 
to  a  trade  that  has  grown  hardened  to  un- 
pleasant conditions,  that  document  was  one 
calculated  to  make  men  blink. 

It  will  be  recalled  that  it  showed  that  prac- 
tically every  cent  of  cash  in  reach  and  in 
reserve  had  been  used  to  pay  dividends  on 
'the  stock,  the  year's  profits  of  themselves 
amounting  only  to  some  $2,035.  The  direct- 
ors blamed  the  weather  and  pretty  much 
everything  and  every  one  but  themselves, 
and  then  let  themselves  down  easily  by 
promising  to  "be  good"  in  the  future. 

The  promise,  unfortunately,  did  not  satisfy 
the  general  stockholders,  and  those  of  them 
who  reside  in  Toronto  got  together  last  week 
and  set  afoot  a  movement  that,  according  to 
the  grapevine  telegraph,  may  result  in  some 
unexpected  and  disagreeable  exposures  and 
changes  in  official  stations.  The  Toronto 
men  practically  charge  the  directors  of  the 
company  with  "stock  jobbery,"  and  seek  to 
force  them  to  restore  the  $175,000  apparently 
unwarrantedly  disbursed  in  dividends.  A 
committee  was  appointed  to  communicate 
with  the  stockholders  throughout  the  Domin- 
ion; this  done  it  seems  likely  that  an  in- 
vestigating committee  will  be  brought  into 
being  to  delve  into  the  affairs  of  the  com- 
mittee. 

The  opinions  and  desires  of  the  disgusted 
Torontoians  were  expressed  as  mildly  as 
feelings  would  permit  in  the  following  reso- 
lution: 

Resolved,  That  the  shareholders  of  the 
Canada  Cycle  and  Motor  Co.,  resident  in 
Toronto,  in  meeting  assembled  this  27th  day 
of  January,  1902,  place  ourselves  on  record 
as  follows: 

1.  That  we  express  our  intense  dissatis- 
faction with  the  last  annual  statement,  pre- 
sented by  the  directors  of  this  company  to 
its  shareholders,  bristling  as  it  does  with  ad- 
mitted errors  of  judgment  and  lack  of  bust- 


468 


THE  BICYCLING  WORLD 


ness  sagacity  on  the  part  of  those  whose 
reputation  in  the  community  led  many  to 
expect  different  results. 

2.  That  we  express  our  dissatisfaction  with 
and  hearty  disapproval  of  the  policy  of  the 
directors  in  paying  dividends  of  $175,000 
when  but  $2,035.28  had  been  earned,  and 
cannot  accept  the  statement  made  that  the 
directors  were  not  in  a  position  to  know 
what  business  was  being  done  (considering 
also  the  fact  that  the  last  dividend  of  $87,- 
500  was  paid  in  July,  and  the  year's  business 
of  the  company  ended  August  31),  for  it  was 
their  duty  as  directors  to  find  out  what 
money  was  in  hand  before  declaring  and 
paying  a  dividend. 

3.  That  we  express  our  disapproval  of  their 
policy  of  paying  dividends,  because  it  in- 
duces many  to  purchase  stocks  as  a  dividend 
paj'ing  investment,  and  it  leads  also  to  the 
conviction  that  the  purpose  of  paying  divi- 
dends such  as  above  mentioned  is  to  induce 
purchases  of  it  and  cause  the  stock  to  have 
an  inflated  value. 

4.  That  we  express  our  entire  disapproval 
of  the  policy  of  the  directors  of  this  company 
in  withholding  from  its  shareholders  a  full 
and  complete  statement  of  the  details  as  to 
expenditure  and  receipts  of  the  said  com- 
pany. 

5.  That  we  believe  it  in  the  interests  of  the 
shareholders  of  this  company  and  the  public 
generally  that  the  government  of  this  prov- 
ince should  appoint  a  commission  to  investi- 
gate into  the  affairs  of  this  company  from 
its  inception,  and  make  public  the  result  of 
this  investigation. 

6.  That  we  bind  ourselves  to  united  action 
in  endeavoring  to  make  the  directors  of  this 
company  restore  to  its  treasury  the  sum  of 
$175,000,  paid  out  in  dividends  last  year,  and 
to  such  further  action  as  the  advisory  board 
appointed  at  this  meeting  shall  see  fit  to 
undertake. 

7.  That  copies  of  this  resolution  be  for- 
warded to  every  shareholder  of  this  compan.y 
and  be  published  in  the  newspapers  of  this 
city. 

Messrs.  R.  Thompson,  G.  W.  Bedells,  W. 
H.  Mulkins,  W.  A.  Lamport  and  Gray  were 
appointed  an  advisory  board  for  the  purpose 
of  considering  what  action  should  be  taken 
on  behalf  of  the  shareholders  against  the  di- 
rectors, and  to  do  whatever  may  be  neces- 
sary to  secure  to  the  shareholders  the  largest 
possible  relief  against  the  directors,  and  also 
to  communicate  with  all  the  shareholders 
with  a  view  to  secure  their  co-operation  and 
assistance  in  the  prosecution  of  whatever 
course  they  might  take. 


HOW  GOES  THE  SPORT 


N.  C.  A.'s  Annual  Meeting  Shows  Situation 
—What  wag  Done— Hendee  President. 


Fatalities  in  France. 

In  France,  according  to  the  statistics  for 
Ibo  month  of  October,  the  fatal  accidents 
were  divided  as  follows:  Horse,  62  per  cent; 
railway,  18  per  cent;  bicycle,  16  per  cent; 
automobile,  4  per  cent.  The  bicycle  per- 
centage was  made  higher  than  usual  by  an 
increase  of  33  per  cent  owing  to  lack  of 
brakes  on  hills. 


At  the  Astor  House,  this  city,  the  National 
Cycling  Association  yesterday  held  its  an- 
nual meeting.  It  transacted  a  remarkable 
amount  of  business  in  a  remarkably  short 
time.  The  sport  was  shown  to  be  in  a  grati- 
fying condition,  700  sanctioned  race  meets 
having  been  held  during  the  year,  and  more 
than  $200,000  in  prizes  having  been  distrib- 
uted. The  receipts  of  the  association  from 
all  sources  were  $6,918.53;  expenses,  $6,- 
055.98,  leaving  a  balance  of  $854.56.  The  of- 
ficers and  committees  for  the  ensuing  year 
were  elected  as  follows: 

President,  G.  M.  Hendee,  Springfield;  first 
vice-president,  C.  B.  Bloemcke,  Newark, 
N.  J.;  second  vice-president,  Col.  Felix  R. 
Wendelschaefer,  Providence  ;  secretary, 
TTiomas  A.  Roe,  New  York;  treasurer,  A.  G. 
Batchelder. 

Board  of  Control:  A.  G.  Batchelder,  chair- 
man, New  York;  R.  P.  Kelsey,  Boston, 
District  A;  N.  E.  Turgeon,  Buffalo,  District 
B;  C.  R.  Klosterman,  Baltimore,  District  C; 
Harry  Hartley,  Jacksonville,  Fla.,  District 
D;  W.  I.  Doty,  Denver,  Rocky  Mountain 
District;  W.  L.  Loos,  Los  Angeles,  Pacific 
District;  Frank  L.  Kramer,  Orange,  N.  J., 
representing  the  American  Racing  Cyclists' 
Union.  District  G,  which  includes  Chicago, 
was  discontinued  owing  to  lack  of  racing 
interest. 

By  a  unanimous  vote,  the  members  of  the 
Board  of  Appeals  were  requested  to  retain 
their  offices.  The  members  are  G.  A.  Need- 
ham,  Kings  County  Wheelmen,  chairman; 
Abbott  Bassett,  secretary  of  the  L.  A.  W., 
Boston;  M.  L.  Bridgman,  N.  Y.  A.  C,  and 
S.  A.  Miles,  Chicago. 

A  committee  of  five,  with  A.  G.  Batchelder 
as  chairman,  was  appointed  to  revise  the 
constitution  and  by-laws;  they  will  report 
April  7.  Mr.  Batchelder,  F.  L.  Kramer  and 
Howard  B.  Freeman  were  also  named  as  a 
committee  to  consider  the  establishment  of 
a  benevolent  fund  for  the  aid  of  indigent, 
injured  and  superannuated  racing  men.  It 
is  probable  that  they  will  conduct  a  benefit 
race  meeting  to  give  the  fund  a  start. 

Tom  Eck's  projected  track  at  Coney  Island 
was  given  a  setback,  the  association  refusing 
his  application  for  a  franchise  on  the  ground 
that  Eck  had  not  the  financial  means  to 
consummate  such  an  enterprise.  Incident- 
ally, it  developed  that  Jimmy  Michael  was 
Bck's  partner  in  the  enterprise. 

Floyd  McParland,  the  firebrand,  than 
whom  none  more  richly  merits  a  good  taste 
of  rigid  discipline,  was  once  more  the  sub- 
ject of  leniency.  As  the  ringleader  in  the 
Boston  six-day  riot  he  had  been  fined  $400 
and  suspended  until  May  15;  by  vote  of  the 
meeting,  the  decision  of  the  Board  of  Ap- 
peals was  overturned  and  the  fine  was  re- 
duced to  $50.  Incidentally,  it  developed  that 
the  promoter  of  the  Boston  race  had  not 


only  not  paid  the  prize  money,  but  had  lost 
$2,100  on  the  venture.  The  matter  of  effect- 
ing a  settlement  was  left  with  a  committee 
who  will  report  at  an  adjourned  meeting  on 
April  7.  Another  exhibition  of  the  elasticity 
of  the  N.  C.  A.  backbone  developed  in  the 
lifting  of  the  life  suspension  meted  out  to 
Orlando  Stevens  and  Jay  Eaton  for  riding 
a  fixed  race  at  Vailsburg  last  year.  Sen- 
tence was  commuted  to  two  years,  which 
will  permit  these  crooked  riders  to  compete 
again  after  August  1.  Eddie  McDuffie,  who 
previous  to  the  formation  of  the  N.  C.  A.  had 
been  fined  by  the  A.  R.  C.  U.  and  who  re- 
fused to  pay  the  fine,  was  shown  no  such 
generosity,  his  case  being  referred  back  to 
Racing  Cyclists'  Union. 

The  Franchise  Committee,  appointed  at  a 
previous  meeting,  recommended  that  the 
franchise  be  divided  into  three  classes:  A 
permanent  franchise,  which  shall  entitle  the 
holder  to  the  exclusive  right  to  hold  and 
conduct  bicycle  meets  within  five  miles  in 
every  direction;  a  conditional  fi'anchise, 
which  shall  be  a  permanent  franchise  with 
certain  restrictive  conditions,  and  a  tempo- 
rary fi-anchise  that  may  be  granted  for  one 
to  ewtlve  months.  The  recommendation  was 
referred  to  the  Committee  on  Revision  of 
Constitution. 

Following  the  N.  C.  A.  meeting,  that  per- 
ennial plant,  a  track  owners'  association  was 
organized  under  the  title  of  the  American 
Bicycle  Track  Association,  J.  Frank  Eline, 
Baltimore,   president. 


Keim's  Change  of  Policy. 

If  in  the  John  R.  Keim  line  there  is  noth- 
ing that  appeals  to  the  live,  aggressive  agent 
or  any  one  who  is  in  the  biisiness  to  make 
money,  he  must  be  an  oddly  constructed  in- 
dividual, indeed.  With  one  of  the  largest 
plants  in  the  world,  which  was  built  and 
equipped  specially  for  the  manufacture  of 
bicycle  fittings,  parts  and  complete  wheels, 
the  Keim  output  has  heretofore  been  taken 
mostly  by  the  large  jobbers  and  distributing 
houses. 

This  year  a  new  policy  has  been  inaugu- 
rated, and  the  experiment  is  being  tried  of 
offering  the  complete  line  direct  to  the  dealer 
at  about  the  price  the  jobber  has  been  ac- 
customed to  pay.  The  choice  is  offered  of 
complete  frame  sets,  or  complete  frames, 
from  which  a  dealer  can  build  almost  any 
style  of  wheel  he  wishes,  caps,  shells  and  the 
various  accessories  in  a  bewildering  number 
of  sizes,  and,  in  fact,  as  the  maker  expresses 
it,  "bicycle  materials  as  you  want  them  and 
when  you  want  them." 

In  addition  to  the  parts  required  by  the 
builder,  a  line  of  complete  bicycles  for  both 
adults  and  juveniles  is  offered  for  the  agent's 
consideration.  The  reputation  of  the  Keim 
product  is  too  well  known  to  need  extended 
comment.  The  famous  Keim  and  Genesee 
pedals,  Keim  hubs  and  various  parts  are  well 
known  to  the  trade  of  the  world.  An  inter- 
esting addition  to  the  Keim  family  this  year 
is  the  Regas  spring  stays,  which  have  al- 
ready atti-acted  considerable  attention,  and 
which  make  it  possible  for  any  one  to  put 
up  an  anti-vibratory  bicycle. 


THE  BICYCLING  WORLD 


469 


NEW  YORK  JOBBERS  NOW 


They  may  Organize  and  Issue  an  Ultimatum 
—What  one  of  Them  Favors. 


Efforts  are  now  being  made  to  bring  about 
an  organization  of  cycle  jobbers  of  New 
York  State  similar  to  that  recently  organized 
in  New  England.  The  trade  is  now  being 
sounded  on  the  subject,  but  the  sounding 
has  not  progressed  sufficiently  to  render  pos- 
sible a  forecast  of  the  result.  The  effort 
originated  up  the  State.  The  movement  does 
not  lacli  supporters,  however,  who  have  felt 
the  effects  of  the  indiscriminate  quotation  of 
jobbers'  prices  to  any  one  using  a  jobber's 
letter  head,  regardless  of  his  location  or  the 
volume  of  the  purchases. 

To  a  Bicycling  World  man  a  New  York 
City  jobber  who  favors  the  organization  ex- 
pressed himself  as  anxious  to  go  further  than 
the  NeAV  England  association. 

''I  believe,"  he  said,  "in  discouraging  the 
sale  of  the  goods  of  those  manufacturers  who 
apparently  do  not  know  where  to  draw  the 
line  or  who  will  not  do  so.  But  there  is  an- 
other item  that  costs  us  as  much  in  the 
course  of  a  season— the  item  of  bad  debts. 
The  ease  with  which  dealers  of  doubtful 
risk  can  obtain  credit  is  amazing.  I  must 
have  300  accounts  on  my  books  right  now  of 
men  who  failed  to  pay  their  bills  and  to 
whom  I  refused  further  credit,  yet  to  my  cer- 
tain knowledge  they  are  getting  goods  else- 
where in  the  city.  It  seems  to  be  a  regular 
game  of  some  of  them  to  buy  of  one  jobber 
this  year,  of  another  the  next  year  and  so 
on,  until  their  names  are  on  the  wrong  side 
of  the  ledgers  of  every  jobber  in  town. 

"What  I  favor  is  not  only  the  delivering 
of  an  ultimatum  to  manufacturers  on  the 
lines  of  the  New  England  declaration,  but 
an  interchange  of  credit  information  among 
ourselves.  I  am  ready  and  anxious  to  do  my 
part,  and  if  the  other  jobbers  share  the  feel- 
ing, I  believe  we  can  all  save  a  pretty  item 
in  the  course  of  a  year." 

Copeland  and  Columbia  Part. 

James  S.  Copeland,  one  of  the  most  noted 
bicycle  inventors  in  this  country,  retired 
from  the  American  Cycle  Mfg.  Co.  on 
February  1.  He  was  with  the  Weed  Sew- 
ing Machine  Co.  over  thirty  years  ago,  and 
when  the  plant  of  that  company  was  pur- 
chased pj  the  Pope  Manufacturing  Co.  he 
went  with  the  latter  company. 

Mr.  Copeland  was  not  only  the  inventor  of 
many  improvements  in  the  bicycle  itself, 
but  was  also  famed  for  his  machine  tools 
used  in  the  construction  of  parts.  His  fame 
was  linked  with  that  of  the  Columbia  bi- 
cycle, and  it  may  be  fairly  said  that  the 
reputation  of  the  two  were  inseperable. 


Budlong's  new  Berth. 

M.  .J.  Budlong  has  been  elected  treasurer 
of  the  Electric  Vehicle  Co.,  Hartford.  He 
was  for  many  years  manager  of  the  Co- 
lumbia branch  in  Chicago. 


Decline  of  the  Dunlop  flonopoly. 

The  balance  sheet  of  the  English  tire  mo- 
nopoly, the  Dunlop  Pneumatic  Tire  Company, 
Ltd.,  is  out  for  1901,  and  in  comparison  with 
1900  shows  large  decreases  all  through,  with 
two  or  three  exceptions,  which  are  nominal 
in  comparison. 

In  1900  the  net  trading  profit,  including 
royalties,  etc.,  was  $1,415,745.  In  1901  it  was 
$1,233,292,  showing  a  decrease  of  $182,453. 

In  1900  the  amount  available  for  distribu- 
tion for  interest  on  the  various  shares  and 
funds  was  $2,216,638.  In  1901  the  amount 
was  $1,956,454,  a  decrease  of  $260,183.  Of  the 
amounts,  $597,241  was  paid  as  dividends  in 
1900,  and  $596,876  in  1901,  the  slight  differ- 
ence being  due  to  the  purchase  of  debent- 
ures on  the  part  of  the  company. 

Patent  rights  and  goodwill  have  been  de- 
creased from  $20,615,339  to  $19,384,241,  a 
writing  off  of  $1,231,098. 

The  investments  have  been  written  down 
from  $3,231,209  to  $1,414,005.  This  latter 
amount  is  stated  by  the  directors  to  be  nomi- 
nal, the  actual  amount  being  $2,164,280.  In 
explanation  the  directors  state  that  while 
they  have  written  down  those  which  have  de- 
preciated, they  have  not  increased  those 
which  have  gone  up  in  value.  The  income 
from  this  source  is  sufficient  to  pay  debenture 
interest  and  preferred  interest. 

The  total  property  and  assets  have  de- 
creased from  $27,142,825  to  $23,858,071. 


GOODYEAR'S  TIRE  DEAL 


Some  of  Wilmot's  Ways. 

W.  D.  Wilmot,  the  Fall  River  veteran, 
was  in  New  York  last  week,  mainly  to  ob- 
tain a  line  of  household  utensils  which  he 
is  adding  to  his  other  side  lines,  sporting 
goods  and  phonographs.  Wilmot,  being  one 
of  the  really  wideawake  and  progressive 
dealers,  has  small  fault  to  find  with  the 
bicycle  business;  he  looks  for  an  even  bet- 
ter season  this  year. 

"People  are  already  inquiring  for  the  new 
models,"  he  said,  "and  though  I  have  them 
in  the  store,  I  have  not  even  uncrated 
them." 

Of  course,  this  unusual  attitude  caused 
remarks  of  surprise. 

"I  thought  it  all  over,"  said  Wilmot  in 
response,  "and  decided  to  do  the  right  thing. 
I'll  have  a  formal  'opening,'  with  invitations 
and  music,  and  get  more  out  of  the  new 
models  in  that  way  than  by  simply  un- 
crating them  and  waiting  for  people  to  drop 
in." 

Wilmot  is  strong  on  the  cycle  shows.  He 
believes  in  them,  and  when  told  that  only  a 
local  or  district  show  in  New  York  was  pos- 
sible, he  ejaculated:  "Let  us  all  in  on  it. 
Call  it  a  New  York  and  New  England  show, 
and  we  will  all  be  there." 


Manson  Dividend  Due. 

The  trustee  of  the  defunct  Manson  Cycle 
Co.,  Chicago,  has  filed  his  final  report,  show- 
ing $2..546.49  on  hand.  The  referee  in  bank- 
ruptcy will  declare  the  dividend  on  the 
14th  inst. 


Takes  out  a  Morgan  &  Wright  License  and 
Promises  to  riake  Things  Interesting. 


Henceforth  the  Morgan  &  Wright,  or  laced 
type  of  doulDle  tube  tire  will  share  with 
single  tubes  the  attention  of  the  Goodyear 
Tire  &  Rubber  Co.,  Akron,  Ohio.  Arrange- 
ments to  manufacture  under  the  Morgan  & 
Wright  patents  were  completed  last  week 
and  are  now  in  full  effect. 

While  they  have  made  inner  tubes  in  enor- 
mous quantities,  the  manufacture  of  closed 
end  tubes  and  of  laced  tires  complete  is  in 
the  nature  of  a  considerable  departure  for 
the  Goodyear  people  and  one  not  without 
significance. 

The  fact  that  not  only  is  protection  from 
litigation  assured,  but  that  the  Goodyear  Co. 
refers  to  the  item  of  price  in  a  manner  that 
suggests  something  unusual,  lends  additional 
interest  to  the  deal. 


Orient  flen  and  Money. 

The  capital  stock  of  the  Waltham  Mfg.  Co. 
has  been  increased  from  $300,000  to  $600,000. 
Concurrently  H.  C.  Williams  has  been  elected 
president,  L.  B.  Gaylor,  general  manager  and 
M.  P.  Clough  treasurer.  Mr.  Williams  states 
that  the  Orient  business  has  picked  up  amaz- 
ingly, and  that  prospects  for  a  splendid  sell- 
ing season  were  never  more  favorable. 


Nott  Got  What  he  Wanted.  • 

W.  G.  Nott,  who  was  formerly  interested 
in  the  concern,  has  purchased  the  unfinished 
stock  and  material  of  the  bankrupt  Co- 
operative Cycle  &  Motor  Co.,  St.  Catherines, 
Canada,  and  set  up  himself,  at  15  Alice 
Street,  Toronto.  He  will  work  off  the  stock 
and  continue  the  manufacture  of  bicycles  at 
that  address. 


Quits  Cycling  for  Paper  Boxes. 

George  W.  Shannon,  manager  of  the  Stearns 
Bicycle  Agency's  New  York  branch,  and  one 
of  the  "old  guard"  of  cycling,  has  quitted  the 
cycle  trade  for  the  paper  box  industry.  He 
is  succeeded  by  his  former  assistant,  G.  M. 
Henry,  who  is  no  stranger  to  bicycles  or  his 
duties. 


Refused  to  Appoint  Receiver. 

The  application  for  a  temporary  receiver 
for  the  Coddling  Mfg.  Co.,  Bristol,  was  denied 
by  the  Connecticut  Superior  Court.  It  was 
stated  to  the  court  that  the  company  had 
assets  of  $32,000  and  liabilities  of  $4,000. 
Under  the  circumstances  Judge  Wheeler  did 
not  believe  a  receiver  necessary. 


Dunlop  Profits  in  France. 

The  report  from  the  French  Dunlop  com- 
pany shows  that  the  capital  is  $485,626,  on 
which  a  dividend  of  12%  per  cent  has  been 
paid. 


470 


HHE  BICYCUNG  WORLD 


WE  HAVE 

NUMEROUS  "GOOD  THINGS'^ 

FOR  1902, 


IT  WAS  A 


National 


LIKE  THIS 

THAT  FENN  RODE 
WHEN  HE  MADE  THE 
5  MILE  WORLD'S  UN- 
PACED  COMPETITION 
RECORD,  J0.33  2-5.       :: 


National  Cycle  Mfg*  Co*, 

BAY  CITY,  MICH. 


^^^L^^'^^^^^-.^^^^^S-'^^^^^^.^^-^^'^^.^^^^.^^^^.^^.^^.^^.^^^^.^^.^^-^L^^^^.^^^p.^^.^^.^^.^^.^^.^^.^-.^^^^.^^.^^^^^Pi^i.^^^j 


WHAT'S  THE  USE 

of  experimenting  with  different  makes'of  tires  when  you  have  such  an  apparent  bargain  offered  you  as  we  present. 

FISK  TIRES 

FOR  BICYCLES  AND  AUTOflOBILES 

are  the  embodiment  of  nine  years'  experience  in  tire  making.  The  steadily  increasing  demand  for  them  proves 
their  superiority.     Their  price  is  the  lowest  for  which  a  really  good  tire  can  be  sold. 

No  matter  where  you  look  or  how  much  you  experiment  you  can't  find  a  better  combination  of  high- 
quality  and  low  price  than  is  found  in  Fisk  Tires. 

Don't  take  any  chances.       You  can't  do  any  better  for  your  money. 


FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 


BOSTON,  SPRINQFIELD,  NEW  YORK,  PHILADELPHIA, 

604  Atlantic  Ave.  40  DwlEht  St.,  83  Chambers  St.  916  Arch  St. 


SYRACUSE, 

423  So.  Clinton  St. 


BUFFALO. 


DETROIT, 


CHICAQO, 


28  W.  Qenesce  St. 


252  Jefferson  Ave. 


54  State  St. 


SAN  FRANCISCO, 

114  Second  St. 


IS 
IS 


.Smm^^^tm^ 


THE  BICYCUNG  WORLD 


47J 


-THE 


FOUNDED^ 

^nc»;vf^rOCYCLE  REVIEW<as^ 

In  which  is  Incorporated 
'  »fle  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  GOOOMaN  e©MPaNY, 

123012S  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


Subscription,  Per  Annum  [Postage  Paid]  $2.00 
Single  Copies  [Postage  Paid]  ...  10  Cents 
Foreign  Subscription $3.00 

Invariably  in  Advance. 

Postage  stamps  will  be  accepted  in  payment  for  subscripiions, 
but  not  for  advertisements.  Checks.  Drafts  and  Money  Orders 
should  be  made  payable  to  The  Goodman  Company. 


Entered  as  second-class  matter  at   the  New  York,  N.  Y., 
Post  Office,  September,  igoo. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

I^p"  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

I^"  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  inforniation  will  be  at  their  command, 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 

Niw  York,  February  6,  igo2. 

The  Regeneration  of  Cycling. 

At  this  time  the  organization  of  a  cycling 
club  anywhere  is,  of  course,  an  occurrence 
entitled  to  remark.  The  organization  in 
New  York  of  such  a  club  as  was  formed 
here  last  week,  and  as  is  referred  to  in  an- 
other column,  is  in  the  nature  of  not  merely 
an  occurrence,  but  of  an  event,  and  an  vm- 
common  one. 

The  names  of  those  who  comprise  the  Met- 
ropole  Cycling  Club  constitute  a  sufficient 
index  to  its  character.  Some  of  them,  at 
least,  stand  for  that  which  gave  cycling  life, 
interest  and  purpose.  They  drew  about  them 
others  of  their  kind,  helped  mould  public 
opinion,  and  their  doings  and  sayings  kept 
the  bicycle  in  the  public  eye  and  gave  it  that 
glamor  that  attracts  and  that  made  converts 
of  sceptics. 

When  such  men  join  with  others,  who  have 
vital  interests  at  stake — interests  which  had 
been  permitted  to  suffer  because  of  inaction 
or  overconfidence — in  renewing  their  inter- 
est and  in  refreshing  their  enthusiasm,  It 
will  be  strange,  indeed,  if  the  spirit  does  not 


make  its  Influence  felt  over  a  wide  area  and 
the  cycling  Interests  generally  take  on  a 
healthier  glow. 

With  "  do  something"  as  its  actuating  and 
guiuing  principle  and  with  plans  well 
shaped  to  attain  that  end,  some  benefit  at 
least  must  result. 

The  part  that  the  trade  is  playing  in  the 
new  movement  is  no  more  than  it  should 
play.  We  repeat  what  we  said  in  Novem- 
ber last: 

"In  the  good  old  days  before  the  boom, 
and  before  the  boom  brought  fleeting  afflu- 
ence to  the  trade,  the  dealer  was  concerned 
in  every  movement  that  affected  cycling. 

"Generally  speaking,  he  was,  if  not  the 
promoter  of  it,  he  was  more  than  apt  to  be 
in  the  thick  and  forefront  of  it. 

"He  was  a  big  factor  in  club  life,  in  L.  A. 
W.  work,  in  the  coasting  contests,  the  hill 
climbing  contests  and  the  road  races,  in  side- 
path  and  good  roads  endeavor,  and  in  pretty 
much  everything  else  that  aroused  enthusi- 
asm and  interest  and  that  advertised  the  bi- 
cycle. He  was  essentially  a  cycling  leader 
In  his  community. 

"Does  anything  that  even  begins  to  suggest 
such  a  state  of  affairs  exist  to-day? 
"We  all  know  that  it  does  not. 
"The  dealer  became  'too  busy  to  ride  with 
his  club'  or  to  devote  a  moment  to  anything 
that  did  not  directly  promise  the  return  of  a 
money  profit. 

"He  was  among  the  first  to  abandon  the 
club  and  the  league  and  everything  save  his 
own  immediate  affairs. 

"If  afterward  he  ever  had  an  idea  that 
might  have  benefited  the  cycling  interests 
he  could  not  put  it  into  practice  if  he  would; 
usually,  however,  he  rarely  was  burdened  by 
ideas  of  the  sort. 

"He  simply  drew  himself  into  a  hole,  and 
there  he  is  peeking  out  of  it  to-day. 

"Cycling  clubs  are  few  and  far  between, 
ditto  road  races,  ditto  hill  climbs,  ditto  coast- 
ing contests,  the  L.  A.  W.  has  become  a 
mere  shadow,  sidepaths  are  becoming  grass 
grown  cowpaths,  good  roads  have  become 
the  prattle  of  automobilists.  The  man  or 
woman  who  might  purchase  a  bicycle  if  en- 
thusiasm existed  or  congenial  and  cyclingly 
informed  companionship  was  easily  formed 
must  seek  far  for  it;  the  wheelman  or  wheel- 
woman  who  would  'ride  more'  were  he  or 
she  sure  of  finding  companionship  at  a  given 
time  and  place  can  be  sure  of  nothing  of  the 
sort. 
"We  have  no  false  ideas  on  the  subject. 
"The  days  of  big  clubs  and  elaborate  club- 


houses and  processionlike  club  runs  are,  per- 
haps, past  for  all  time. 

"We  look  for  no  great  enfulflng  wave  of 
renewed  enthusiasm  that  will  carry  the 
world  with  it.  Our  point  is  simply  this:  If 
it  is  anybody's  business  to  create  and  encour- 
age and  continue  cycling  interest  and  enthu- 
siasm—if it  is  anybody's  business  to  provide 
congenial  companionship  and  to  promote 
movements  that  advertise  the  bicycle— it  is 
the  cycle  trade's  business;  it  is  the  business 
of  dealers  in  each  particular  city  or  town, 
since  they  are  the  ones  who  reap  the  ma- 
terial benefit. 

"If  they  are  content  only  to  complain  and 
to  do  nothing  that  will  arouse  and  advertise 
their  interests— the  cycling  interests— they 
are  to  blame  for  their  poor  business  or  ill 
fortune. 

"In  this  broad  land  how  many  dealers  can 
ask  themselves  the  question,  'Have  I  done 
anything  to  arouse  or  stimulate  cycling  in- 
terest?' and  answer  it  affirmatively? 

"Can  you? 

"If  you  have  not  done  so,  if  you  do  not 
so,  who  will? 

"Put  the  interrogation  to  yourself  and  face 
it  squarely. 

"If  you  care  to  take  refuge  in  the  house 
of  What's-the-use,  if  you  prate  of  'the  folly 
of  regalvanizing  a  corpse,'  you  will  do  noth- 
ing and  nothing  will  be  done.  You  will  con- 
tinue to  curse  your  luck." 

When  nothing  is  done  nothing  is  the  result. 

"Tbe  apples  fall  to  the  man  who  shakes 
the  tree." 

When  the  cycle  trade  appreciates  the  full 
significance  of  this  precept  and  begins  to 
shake  the  tree  it  will  gather  apples— then  and 
only  then. 

It  is  this  policy  that  we  urge — the  do-some- 
thing policy,  the  shake-the-tree  policy. 

New  York  has  set  the  example,  and  is 
showing  the  way.  In  previous  years  New 
York's  example  was  sufficient  for  the  re- 
mainder of  the  country.  If  history  and 
precedent  hold  true,  cycling  will  once  more 
be  made  attractive  and  interesting  and  claim 
the  attention  of  press  and  public. 


The  Equipment  of  Motor  Bicycles. 

With  the  coming  of  the  motor  bicycle  there 
will  be  presented  a  number  of  new  factors  in 
its  sales  that  merits  the  consideration  of  all 
engaged  in  its  manufacture.  Talje  the  mat- 
ter of  tool  equipment.  This  alone  offers 
much  food  for  thought,  as  exemplified  by  one 
maker  of  last  year  and  rumors  on  the  same 
general  lines  for  the  coming  season. 

With  pedal  driven  bicycles  it  has  been  the 


Uu^^-.^-^     rr 


472 


THE  BICYCUNG  WORLD 


practise  to  include  in  the  tool  bag  a  screw- 
driver, a  monlcey  wrench  and  an  oil  can. 
These  are  also  essential  to  the  motor  bi- 
cycle, but  there  are  other  devices  that  are 
equally  essential  to  their  successful  opera- 
tion. 

The  two  essential  devices  in  mind  are  a 
battery  tester  and  a  gasolene  tester,  or,  as 
it  is  sometimes  called,  a  densimeter.  The 
lack  of  these  has  caused  many  a  motocyclist 
to  condemn  a  machine  that  was  really  with- 
out fault.  Another  tool  that  is  of  undeniable 
value  at  times  is  a  small  pair  of  cutting 
pliers,  and  in  at  least  one  motor  bicycle  of 
last  year  this  was  supplied  regularly. 

While  this  last  named  tool  can  be  dis- 
pensed with,  or  at  least  its  lack  will  not 
materially  be  a  factor  in  condemning  the  en- 
tire bicycle  when  only  an  outside  cause  is  at 
fault,  the  supplying  of  the  two  testers  will 
save  many  letters  of  complaint  and  much  ex- 
treme vexation,  to  say  nothing  of  time  and 
postage. 

At  first  blush  it  may  seem  that  the  cost  of 
these  two,  no  matter  how  small,  would  mili- 
tate against  their  being  included  in  the  regu- 
lar equipment.  A  little  study  of  the  matter 
should,  however,  convince  that  such  is  not 
the  case.  The  determining  factor  in  increas- 
ing the  sales  in  any  one  community  will  be 
the  satisfaction  given  in  the  use  of  the  first 
motor  bicycle  in  that  community,  and  any 
aid  that  the  maker  can  furnish  to  that  end 
will  be  a  most  excellent  investment. 

Too  often  has  it  been,  because  the  first 
buyer  at  any  one  point  was  forgetful  or  care- 
less of  the  instructions  sent  him  regarding 
battery  and  gasolene,  that  he  not  only  be- 
came discom-aged,  but  discouraged  others, 
either  by  the  exhibition  he  gave  or  because 
he  took  particular  delight  in  condemning 
something  he,  as  a  matter  of  fact,  knew 
nothing  about. 

Had  he  been  supplied  with  the  visual  re- 
minder of  the  two  testers  they  would  have 
appealed  to  him  by  their  very  presence.  In 
place  of  sending  his  machine  back,  only  to 
learn  that  the  battery  had  been  bled  to 
death  or  that  the  gasolene  was  of  such  poor 
quality  that  it  would  not  gasify,  the  error  or 
errors  would  have  been  located 

As  90  per  cent  of  the  novice's  troubles  are 
electrical  and  7  per  cent  from  gasolene,  the 
needs  for  such  consideration  as  here  sug- 
gested are  self -apparent. 


What  the  L.  A.  W.  Might  do. 

In  one  of  the  few  places  in  whicli  genuine 
interest  in  the  once  proud  League  of  Ameri- 
can Wheelmen  still  exists,  i.  e.,  Torrington, 


Conn.,  the  attenuated  National  Assembly  of 
the  organization  will  convene  in  annual  ses- 
sion on  Wednesday  next. 

From  what  little  can  be  learned,  the  most 
momentous  movement  on  tapis  is  apparently 
one  wliich  has  for  its  object  the  ousting  of 
Secretary  Bassett  and  the  removal  of  his 
office  from  Boston  to  New  York,  where,  pre- 
sumably, it  is  designed  that  the  duties  shall 
be  joined  with  and  performed  by  the  volun- 
teer secretary  of  the  New  York  Division,  a 
white  haired  gentleman  whose  patriotism 
and  good  intentions  are  beyond  doubting. 

Despite  the  unspiced  humdrum  that  the 
Torrington  meeting  promises,  it  merits  some 
attention. 

The  rigiit  man,  as  we  stated  on  a  previous, 
occasion,  will  quickly  grasp  that  the  mere 
cry  "Good  Roads"  will  not  attract  members 
in  any  considerable  numbers  nor  increase  in- 
terest in  the  organization.  The  cry  is  a 
worthy  one,  and  all  that,  but  it  appeals 
mainly  to  the  devoted  few;  the  selfish  many 
must  be   tempted  with  more   alluring  bait. 

As  a  substitute  or  as  a  running  mate,  we 
suggested  that  Touring  be  coupled  with 
Good  Roads  and  be  given  equal  prominence. 
We  advised  League  officials  to  study  the 
Touring  Club  of  France,  which  has  80,000 
members  and  an  overflowing  treasury,  while 
the  L.  A.  W.  has  a  dwindling  10,000,  and  is 
not  only  bankrupt,  but,  with  its  farcical  $10 
life  membership,  has  a  semi-mortgage  on  its 
soul.  In  order  that  they  may  have  no  excuse 
we  caused  om-  Paris  correspondent  to  for- 
ward the  working  plan  of  the  French  or- 
ganization, and  this  is  presented  at  length 
on  another  page.  In  its  salient  features  the 
Touring  Club  is  built  on  much  the  same  lines 
as  the  League;  the  most  essential  difference 
is  its  treatment  of  touring.  In  the  one  its 
promotion  is  a  living  fact  and  a  cardinal 
rirtue;  in  the  other  it  comprises  a  line  in  the 
constitution  and  the  appointment  of  a  com- 
mittee which,  if  it  ever  did  anything,  suc- 
ceeded admirably  in  keeping  it  well  con- 
cealed. 

But  what  the  French  club  is  doing  the 
League  of  American  Wheelmen  can  do. 

We  are  apt  to  glow  at  the  thought  of  a 
ride  along  the  Rhine— a  short  day's  ride  at 
that— with  its  "renewed"  castles  and  its 
squatty,  moth  eaten  hills,  forgetful  or  ignor- 
ant that  the  route  along  the  Hudson  is  in- 
finitely more  picturesque  f.nd  teeming  with 
legend  and  history.  We  dream  of  a  visit  to 
the  battlefield  of  Waterloo,  when  the  Shen- 
andoah Valley  and  Gettysburg  to  the  eye 
and  in  markings,  monuments  and  interest  is 


immeasurably  its  superior.  We  long  for 
"sunny  Spain";  we  forget  California.  We 
have  visions  of  Switzerland;  we  neglect 
Colorado. 

In  opening  American  eyes  and  minds  to 
these  things,  the  L.  A.  W.  has  a  rich  and 
worthy  field  for  endeavor.  Talk  of  touring 
and  promotion  of  tours  will  help  mould  the 
cycling  populace,  for  only  on  a  bicycle  is  it 
possible  to  tour  as  one  should  tour,  to  see 
all  that  there  is  to  be  seen  and  experience 
all  that  there  is  to  be  experienced.  In  this 
endeavor  the  League  would  be  practically 
alone  and  unrivalled,  which  is  no  longer  the 
case  with  good  roads  work. 

At  the  time  the  Bicycling  World  first  sug- 
gested that  touring  be  made  the  most  prom- 
inent plank  in  the  League's  platform,  the 
League's  brilliant  president,  in  a  letter  so 
teeming  with  rank  blackguardry  as  to  be 
unfit  for  publication,  attempted  to  argue 
that  we  had  no  roads  fit  for  touring,  hence 
"good  roads"  must  be  the  battle  cry  sine  die. 
It  is  but  one  specimen  of  the  Michigander's 
ignorance.  Wheelmen,  in  whom  the  desire 
existed,  were  touring  before  he  was  ever 
heard  of,  and  have  toured  since.  There  are 
roads  and  scenes  in  plenty  for  the  purpose. 

We  repeat,  also,  that  the  L.  A.  W.  should 
formally  take  motor  bicycles  under  its  wing. 
True,  its  scintillating  executive  cannot  find 
that  the  League's  constitution  provides  for 
"traction  engines,"  as  he  terms  the  new 
comer,  but  it  is  time  to  brush  aside  such 
hairsplitting  pettifoggery.  When  the  L.  A. 
W.  was  formed  it  was  designed  to  care  only 
for  high  bicycles  with  solid  tires,  but  when 
safeties  and,  later,  pneumatic  tires  came  in. 
the  then  presidents  did  not  lose  their  tem- 
pers or  good  manners  and  in  a  straining-at- 
gnats  fashion  attempt  to  close  the  doors  to 
the  newer  creations;  they  stood  for  progress. 
The  motor  bicycle  is  coming  strong,  and  if 
the  League  officials  are  wise  they  will  pre- 
pare for  it.  There  was  organized  some  two 
years  since  the  Associated  American  Moto- 
cyclists,  which  had  and  may  have  national 
aspirations;  it  is  now  moribund,  and  the 
League  would  perform  a  diplomatic  stroke 
in  making  overtures  and  gathering  it  in,  a 
consummation  which  we  fancy  is  easily 
possible. 

All  this  and  more  the  Torrington  meeting 
can  do.  What  it  will  do  is  another  question. 
But  one  thing  is  certain,  the  League  must 
be  made  more  attractive  and  fuller  of  hu- 
man interest  for  the  average  cyclist  or  it 
will  never  regain  strength  and  influence,  but 
rather  will  pass  into  reposeful  dotage,  sus- 
tained only  by  the  faithful  view. 


THE  BICYCLING  WORLD 


473 


Write    for 
Handsome 
Mew 
Catalogue 


4ii 


ORIENT 


BieveLES 


MOTOR  eveLES 

and  HUTOMOBILES 


WHLTHHM    MHNCFaeTCRING    eOMPHNY 
WnLTHHM,    MHSSHCHUSETTS 


f 

T 


Vl/ 


COMPARISONS  ARE  EDUCATING. 

Comparison  has  educated  many 
jobbers  and  dealers  to  the 
superiority  of  the     :    :     :     : 

FAULTLESS  FORSYTH 


The  Adjustable  Coaster  Brake. 


ARE  YOU  AMONG  THE  NUMBER  ? 


FORSYTH  MFG.  COMPANY,  Buffalo,  New  York. 


FOR  A  PROSPEROUS  NEW  YEAR 


TRY  THE. 


Wolff  American 

Resell  Agencies 


and 


^       We  are  closing  rapidly  with  representative  dealers 
in  all  sections. 

If  you  are  looking:  for  the  lines  that  will  put 
"  ginger  "  in  the  bicycle  business  and  make  it  profit- 
able, it  will  pay  you  to  write  us. 

(^w  e^*  t^^  ^* 

Stearns  Bicycle  Agency 

GENERAL  DISTRIBUTORS  OF 

Wolff- American  and  Regal  Bicycles 
Elfin  Juveniles 

SYRACUSE,   NEW  YORK 


5^ 


474 


THE  BICYCUNG  WORLD 


PISTON  RING  PERPLEXITIES 


Part  They  Play  in  Loss  of  Hotor  Power — 
Corrections  Witliin  Reach. 


It  has  been  the  general  practice  in  boring 
cylinders  to  place  them  either  in  a  jack  strap 
or  a  fixed  chucli,  and  then  cut  out  the  cyl- 
inder to  size  with  a  boring  bar,  depending 
on  a  final  tool  used  for  the  last  cut  to  give 
the  necessary  finish,  the  size  being  gauged 
with  a  plug,  before  assembling.  After  as- 
sembling the  final  smoothing  of  the  cylinder 
walls  depended  upon  the  amount  of  "running 
up"  that  was  given  on  the  testing  stand. 
Some  makers  have  taken  the  trouble  to  lap 
their  cylinders,  but  either  of  these  methods 
are  crude  as  compared  with  that  of  grinding 
the  cylinder  walls,  a  practice  that  is  coming 
into  vogue  with  the  more  progressive  mak- 
ers. 

In  making  piston  rings  they  are  first  cast 
in  one  piece,  and  the  outer  face  turned  Bown 
to  a  slighter  larger  diameter  than  the  bore 
of  the  cylinder.  The  inner  wall  is  turned 
eccentric  with  the  outer  wall.  They  are 
then  cut  across  the  thinnest  point  to  allow 
for  spring  in  putting  tbem  in  place,  and 
that  they  may  fit  the  cylinder  under  the  ex- 
panding and  contracting  influences  of  the 
exploding  gases.  The  cut  in  a  ring  is  usual- 
ly made  obliquely,  but  there  are  some  de- 
signers who  believe  that  a  straight  dovetail 
cut  will  give  much  better  results  in  holding 
compression,  because  there  is  never  a 
straight  opening  across  the  ring  when  it  is 
in  its  full  expanded  position.  Another  feat- 
ure of  this  style  of  cutting  is  that  it  reduces 
the  chances  for  loss  of  compression  from  the 
following  cause. 

It  sometimes  happens  that  all  the  rings 
will  move  around  in  the  piston  grooves  until 
the  cuts  come  in  an  approximate  line  up  and 
down.  It  will  be  seen  that  when  this  takes 
place  with  rings  having  the  open  cut,  the 
chances  are  vei-y  large  that  compression  will 
leak  through  the  fairly  direct  passage  thus 
made.  When  the  above  mentioned  over- 
lapping cut  is  made  it  will  be  realized  that 
even  though  the  cuts  do  get  in  line,  there  is 
but  little  chance  for  straightaway  leakage, 
as  none  of  the  rings  are  full  open  at  any 
point  in  their  circle. 

In  turning  up  the  rings  a  final  cut  has  also 
been  depended  upon  fur  finishing  before  as- 
sembling, and  the  running  up  process  used 
as  a  method  for  smootliing  and  final  finish- 
ing. The  same  objections  hold  true  with  the 
rings  that  do  with  the  cylinder,  and  the 
proper  method  is  to  grind  them  true.  It  is 
well  recognized  among  high  class  mechanics 
in  the  best  machine  tool  practice  that  there 
is  no  tool  in  the  world  equal  to  the  highly 
speeded  revolving  emery  wheel  to  detect 
errors  and  inequalities  in  surfaces;  no  tool 
so  sensitive.  Depending  on  the  ability  of 
the  workmen  where  only  a  finishing  tool  cut 
is  the  final  operation  in  cylinder  and  rings. 


it  will  take  from  300  to  500  miles  of  running 
before  they  have  the  glasslike  surface  that 
gives  such  excellent  results,  all  else  being- 
equal.  With  a  cylinder  and  rings  ground  as 
the  final  operation,  the  running  that  the 
motor  gets  on  the  testing  stand  will  give  the 
much  desired  condition.  Another  effect  of 
grinding  is  that  true  circles  are  the  result, 
whereas  in  only  turning  with  a  tool  there  is 
always  a  possibility  that  one  or  both  will  be 
out  of  round  at  some  point.  This  means 
leakage  and  loss  of  compression. 

In  putting  in  a  new  ring  it  is  always  best 
to  try  the  ring  in  the  cylinder  before  it  is 
put  in  its  groove  in  the  piston,  in  order  that 
the  influence  of  the  cut  may  be  noted — that 
is,  it  should  be  looked  to  that  the  cut  is  not 
so  wide  that  the  ends  of  the  rings  are  so  far 
apart  that  they  present  a  positive  gap,  while 
on  the  .other  hand  care  should  be  taken  that 
the  ends  are  positively  level,  if  there  is  the 
sligtest  indication  that  the  ring  is  too  tight 
a  fit.  In  other  words,  if  the  obliquely  cut 
ends  have  to  slide  by  each  other  to  fit  the 
ring  circumferentially,  then  the  cut  has  not 
been  made  wide  enough.  When  the  ends 
are  perfectly  level,  then  the  cut  should  open 
about  the  thickness  of  a  calling  card.  The 
ring  should  also  be  tried  in  its  groove  in  the 
piston  to  see  that  it  is  not  too  wide  or  too 
narrow.  If  too  narrow,  it  will  leak  com- 
pression, and,  if  too  wide,  it  will  bind  the 
piston  at  once  or  as  soon  as  it  becomes 
heated. 

While  not  all  designers  are  agreed  as  to 
which  is  the  better  cut,  the  oblique  or  the 
overlapping,  it  can  be  said  for  the  latter  that 
if  it  is  properly  proportioned  it  allows  great- 
er latitude  in  the  way  of  fitting.  Another 
point  that  is  well  to  remember  in  fitting  rings 
is  that  if  any  one  of  the  set  is  stiffer  than 
the  rest  that  one  should  be  placed  at  the  top; 
if  all  other  trials  have  failed  to  stop  weak- 
ening power  try  this.  As  a  last  resort  look 
at  the  piston  rings  and  note  if  they  have 
places  that  dull  between  other  places  that 
are  highly  polished.  If  this  is  the  case,  then 
either  the  rings  or  the  cylinder  are  the  per- 
fect circles  as  dwelt  upon  in  the  comments 
on  grinding.  If  the  piston  itself  shows  the 
same  condition,  then  this  is  usually  from  an- 
other cause 

Llnscott's  Tire  Deals. 

Manager  Linscott,  of  the  Boston  Cycle  and 
Sundry  Co.,  Boston,  Mass.,  is  great  on  tire 
deals.  Two  years  ago  he  bought  up  the  stock 
of  the  New^ton  Rubber  Works,  last  year  he 
took  over  all  the  Kangaroo  tires  he  could  get 
hold  of,  and  this  year  he  purchased  what  the 
New  Brunswick  Tire  Co.  "clean  up"  made 
possible — some  13,300  pairs  in  all.  In  previ- 
ous years,  as  a  result  of  his  deals,  Linscott 
was  able  to  make  some  eye  opening  quota- 
tions, but  on  his  latest  purchase  he  promises 
something  even  better.  Incidentally,  Lin- 
scott is  of  the  number  who  is  feeling  the  ef- 
fects of  the  renewal  of  interest  and  confi- 
dence that  is  sweeping  the  trade;  his  sales 
during  December  and  January  were,  he 
states,  more  than  double  those  of  the  same 
months  last  year. 


AROUSED  THE  ALGERIANS 


Why  a  Coasting  Contest  in  a  Levei  Country 
was  Declared  off  and  Then  on  Again. 


One  of  the  projects  which  was  suggested 
at  the  meeting  of  the  newly  formed  Metro- 
pole  Cycling  Club,  and  which  will  likely  take 
definite  shape  later  in  the  season,  is  a  coaster 
brake  contest. 

Lacking  formal  action,  nothing  more  may 
be  said  of  it  at  this  time,  but  in  discussing 
the  subject  after  the  meeting  a  man  who 
was  formerly  engaged  in  the  cycle  trade  in 
New  Orleans,  and  who  is  now  resident  in 
New  York,  told  a  good  story  of  the  first  and 
only  coasting  contest  ever  held  in  the  South- 
ern metropolis.  It  occurred  several  years 
ago,  before  coaster  brakes  were  known,  and 
about  the  time  an  epidemic  of  such  contests 
followed  the  initial  event  in  New  York. 

To  any  one  familiiar  with  the  Crescent 
City  and  its  surroundings,  the  very  idea  of 
a  coasting  contest  is  amusing.  The  city  and 
the  country  for  miles  in  all  directions  is  as 
level  as  a  floor.  But  the  fact  did  not  dampen 
the  ardor  of  the  local  club  which  undertook 
to  carry  out  the  affair.  In  casting  about  for 
a  "hill"  the  committee  in  charge  finally  hit 
upon  a  gently  sloping  railroad  viaduct  in  Al- 
giers, a  sleepy  across  the  river  suburb  of 
New  Orleans.  The  viaduct  was  about  300 
yards  long,  and  led  directly  to  the  vitrified 
brick  pavement  of  the  main  street  in  Al- 
giers. 

When  its  selection  was  announced  in  the 
New  Orleans  dailies  an  Algiers  editor 
promptly  "rushed  to  arms."  He  denounced 
the  coasting  contest  as  a  hellish  invention, 
designed  to  maim  innocent  women  and  chil- 
dren, and  called  on  his  fellow  citizens  to  pre- 
vent it  at  all  hazards.  He  actually  sug- 
gested that  if  the  authorities  failed  to  act 
that  the  Algerians  themselves  strew  the 
course  with  tacks  or  blockade  it  with  cross- 
ties.  He  worked  up  his  townsmen  to  such 
a  state  of  mind  that  it  was  deemed  prudent 
to  declare  the  event  off. 

After  this  was  done  the  Algiers  people 
learned  the  real  nature  of  a  coasting  con- 
test, and  realized  that  they  had  made  fools 
of  themselves.  As  a  result  a  delegation 
ciossed  the  river  and  waited  on  the  New  Or- 
leans club.  They  almost  begged  that  the 
event  be  held,  promising  police  protection 
and  anything  else  that  the  club  might 
specify.  They  were  so  pressing  in  their  in- 
vitation that  the  contest  was  finally  reunder- 
taken  and  successfully  carried  out,  affording 
the  penitent  Algerians  more  excitement  than 
usually  falls  to  their  lot. 


Mail-order  •'Bras5," 

" &  guarantee  the  tires   and   we 

guarantee  &  ,"  is  one  of  the  brazen 

assurances  that  appear  in  the  1902  cata- 
logue of  a  mail  order  house.  Whether 
the  tire  manufacturers  mentioned  relish  be- 
ing "guaranteed"  by  such  a  house  is  a  pretty 
question. 


lEB^ 


THE  BICYCUNG  WORLD 


476 


UNLIKE  THE  LEAGUE 


Remarkable  Success  of  French  Touring  Club 
— Lessons  It  Holds  for  L.  A.  W. 


Paris,  Jan.  20.— While  the  League  of 
American  Wheelmen  continues  on  the  down 
grade,  it  may  be  not  only  interesting  but 
verj'  instructive  to  examine  the  situation  of 
a  similar  organization  which  is  now  probably 
the  most  powerful  and  influential  body  of  its 
Icind  in  the  world. 

Much  has  been  said,  and  erroneously  said, 
about  the  falling  off  in  cycling  enthusiasm, 
as  if  the  sport  and  pastime  had  about  had 
their  day,  and  this  is  supposed  to  be  re- 
flected in  the  position  of  the  League  and 
kindred  assiciations.  But  here  in  Prance 
the  fluctuations  in  public  feeling  towards 
cycling  have  never  had  any  effect  upon  the 
Touring  Club  de  France,  and  while  the  sport 
has  dwindled,  the  Touring  Club,  like  Tenny- 
son's brook,  goes  on  and  on  and  looks  able 
to  go   on  for  ever   with   unabated   energy. 

If  we  look  for  the  causes  which  have  en- 
abled the  Touring  Club  to  attain  to  its  pres- 
ent position  we  may  attribute  its  success  to 
the  fact  that  it  has  mapped  out  a  definite 
line  of  action,  which  is  what  its  name  im- 
plies, the  encouragement  of  touring.  It  has 
resisted  all  temptation  to  look  after  the  in- 
terests of  the  sport,  and  has  never  in  any 
way  sought  to  control  cycle  racing,  which 
has  been  left  entirely  to  the  Union  Veloci- 
pedique  de  France. 

The  difference  between  the  U.  V.  F.  and 
the  Touring  Club  is  that  while  the  latter 
controls  only  a  few  score  professionals,  and 
divides  responsibility  over  the  amateur  class, 
the  Touring  Club  looks  after  the  interests 
of  a  million  cyclists.  Its  work,  therefore,  is 
sufiiciently  vast  to  occupy  its  attention  with- 
out going  into  the  byways  of  the  sport.  In 
order  to  get  authority,  it  must  have  a  big 
following,  and  every  facility  is  given  to 
cyclists  to  join  the- club.  Anyone  properly 
presented  can  become  a  member  by  paying 
a  fee  of  $1  a  year,  and  existing  members 
are  ott^ered  a  special  club  badge  in  the  event 
of  their  bringing  in  a  certain  number  of  new 
adherents.  The  present  membership  is  near- 
ly 80,000,  and  the  number  steadily  increases 
every  year. 

The  Touring  Club  was  founded  in  1900  and 
was  practically  the  work  of  M.  A.  Bailiff, 
who  is  still  the  president,  and  may  be  re- 
garded as  the  perpetual  president,  for  there 
has  never  been  any  suggestion  of  replacing 
him  wit  hanother  man.  The  T.  C.  F.  is  in- 
deed M.  A.  Bailiff,  and  we  are  so  accustomed 
to  this  association  of  names  that,  deprived 
of  him,  the  T.  C.  F.  would  be  a  body  without 
a  head.  But  the  club  is  by  no  means  a 
one  man  concern.  The  president  has  gath- 
ered around  him  the  most  eminent  and  use- 
ful men  in  their  different  spheres,  and  be- 
sides the  small  executive  bureau,  there  is  a 
consulting  committee,  a  legal  committee  and 
a  technical  committee.    These  different  com- 


mittees constitute  the  central  organization. 
For  the  purposes  of  administration,  France 
is  divided  into  twenty  sections,  eighteen  for 
continental  France,  one  for  Algeria  and  one 
for  the  colonies.  There  is  also  a  special  sec- 
tion for  foreign  countries.  At  the  head  of 
each  section  is  a  chief  delegate,  and  in  each 
department  is  a  departmental  delegate,  while 
others  may  be  appointed  in  the  different 
towns,  if  desired.  The  delegates  are  selected 
among  road  survej^ors,  engineers,  civil  ser- 
vants and  others  who  are  thoroughly  ac- 
quainted with  the  district  and  are  able  to 
give  practical  assistance  to  cyclists.  Quite 
a  large  number  of  them  are  doctors,  and 
many  other  people  of  good  social  standing 
deem  it  an  honor  to  be  delegates  of  the 
T.  C.  F.  Their  duties  are  to  look  after  the 
interests  of  tourists  in  their  respective  dis- 
tricts, give  information  to  members  as  to 
the  roads,  hotels,  etc.,  and  the  sites  to  be 
visited,  keep  their  eyes  on  the  condition  of 


Morgan  xWrightTires 
are  good  tires 


SEE  THAT  Morgan  &  Wright 

IS  BRANDED  ON  EVERT  TIRE  AND  TUBE 
NO  OTHER  IS  GENUINE. 


Morgan  &Wright 


New  York  Branch:    214-216  West  47th  Street. 

local  roads,  the  state  of  the  sign  posts  and 
the  fixing  of  danger  boards  where  necessary. 
They  also  make  reports  on  all  matters  in- 
teresting to  tourists  to  the  chief  delegate. 

Each  member  receives  a  copy  of  a  monthly 
review  dealing  with  the  work  of  the  club 
and  treating  of  touring  questions,  and  this 
magazine  is  often  of  an  extremely  interest- 
ing character.  The  club  also  publishes 
guides  and  maps,  and  places  at  the  disposal 
of  members  a  whole  mass  of  touring  litera- 
ture. It  is  here  that  we  see  one  of  the 
secrets  of  the  Touring  Club's  success.  While 
giving  every  facility  for  touring  abroad,  the 
aim  of  the  club  is  more  particularly  to  en- 
courage touring  in  France,  and  show  cyclists 
that  in  the  valley  of  the  Loire,  the  snow 
capped  mountains  of  Savoy  and  Dauphine 
and  the  picturesque  historical  cities  of  the 
south,  France  possesses  as  many  interesting 
attractions  as  would  be  found  in  any  other 
country.  Tourists  are  advised  to  see  their 
own  country  before  traveling  abroad,  and 
thus  create  a  current  of  pleasure  traflic  with 
districts  which  are  particularly  favored  by 
nature,  and  by  the  art  of  man.  The  club  is 
helping  forward  this  movement  by  the  pub- 


lication of  a  great  work  entitled  "Sites  and 
Monuments,  which,  when  completed,  will 
form  a  pictorial  presentment  of  all  the  lead- 
ing attractions  in  France. 

Of  course,  all  this  propaganda  would  be 
of  little  avail  unless  the  tourist  could  find 
comfortable  accommodation  in  the  places  he 
visits.  The  French  hotels  have  always  had 
the  reputation  of  being  hospitable.  The  cook- 
ing is  excellent,  the  table  good  and  prices 
reasonable,  but  provincial  hotels  have  been 
a  century  behind  the  times  in  their  sanitary 
arrangements.  If  the  club  did  nothing  else 
it  would  still  have  justifled  its  existence  in 
what  it  has  accomplished  in  the  way  of  hotel 
reform.  In  return  for  the  custom  ottered  by 
its  SO.UUO  members,  the  hotels  which  place 
themselves  under  the  patronage  of  the  club 
have  to  consent  to  a  reduction  of  10  per 
cent  upon  their  usual  prices.  The  list  of 
the  hotels,  as  well  as  of  repairers,  dealers 
and  others  who  make  a  similar  reduction,  is 
published  in  a  guide  for  the  convenience  of 
members.  But  it  is  to  the  sanitary  arrange- 
ments that  the  club  has  been  giving  special 
attention,  and  after  some  years  of  hard  work 
most  of  the  hotels  are  now  fitted  up  with 
modern  appliances  which  satisfy  the  most 
fastidious  tourist.  Any  member  who  finds 
himself  particularly  well  treated  at  an  hotel 
is  required  to  send  its  name  to  the  club, 
when  it  is  published  in  the  monthly  review. 

The  organizing  of  excursions  forms  one  of 
the  duties  of  the  delegates  of  the  different 
departments,  and  while  in  the  neighborhood 
of  Paris  there  are  runs  every  Sunday  from 
spring  until  fall,  in  each  of  the  provincial 
sections  two  big  excursions  have  to  be  or- 
ganized every  year,  all  this  being  done  with 
a  view  of  creating  an  association  among 
members  and  keeping  up  an  interest  in  the 
club. 

This  is  not  all.  Supposing  a  member  finds 
himself  in  legal  difliculties,  he  can  refer  to 
the  legal  committee,  who  will  look  into  his 
case,  and  if  the  matter  be  one  interesting 
cyclists  generally,  they  will  take  it  in  hand. 
In  this  way  the  railway  companies  have 
often  been  made  to  feel  the  influence  of  the 
Touring  Club.  Bicycles  are  carried  on  the 
raih-oads  with  their  owners  for  a  registration 
fee  of  2  cents,  but  it  was  not  until  the  com- 
panies had  been  fought  tooth  and  nail  that 
they  abandoned  their  pretension  to  refuse 
guarantee  in  case  of  accident  to  the  wheel 
during  transport.  Then  the  companies  de- 
clined to  take  motor  tricycles  and  quads,  but 
after  pressure  they  have  just  consented  to 
allow  of  passengers  being  accompanied  by 
any  kind  of  motocycle  weighing  less  than 
100  kilos.  These  are  only  a  few  cases  in 
which  the  club  has  triumphed  over  the  ob- 
stinacy of  the  railway  companies. 

The  teclmical  committee  is  another  useful 
part  of  the  club's  organization.  It  comprises 
nearly  fifty  of  the  most  eminent  engineers 
and  scientists.  It  has  done  a  lot  of  good 
work  in  securing  privileges  for  cyclists  from 
the  railways  and  government  departments, 
and  has  to  a  large  extent  succeeded  in  break- 
ing down  the  barriers  of  protection  between 
France  and  the  neighboring  countries,  since 


476 


THE  BICYCUNG  WORLD 


a  member  of  the  T.  C.  F.  has  only  to  present 
has  card  with  a  descriptiou  of  his  bicycle 
to  cross  the  frontier  without  paying  import 
duties,  the  only  formality  required  of  him 
being  to  deliver  up  the  paper  or  "passavent" 
on  his  leaviuff  the  country  with  his  wheel. 

Another  important  work  is  the  carrying  out 
of  road  improvements  by  the  granting  of 
subsidies  in  eases  where  the  local  funds  are 
not  sutficient  for  the  purpose,  and  where  the 
roads  are  paved  with  granite  sets,  cycle 
paths  are  laid  out  alongside.  There  are 
many  scores  of  miles  of  cycle  paths  in  the 
neighborhood  of  Paris  alone.  Sign  posts 
and  danger  posts  have  been  erected  all  over 
the  country,  so  that  the  tourist  can  almost 
go  from  one  end  of  the  country  to  the  other 
w^ithout  consulting  the  map,  these  posts  being 
supplied  by  the  club  at  the  expense  of  dona- 
tors,  whose  names  are  immortalized  by  being 
inscribed  on  the  sign  plates.  Medical  sta- 
tions have  also  been  established  in  lonely 


places  with  all  that  is  necessary  tor  giving 
first  aid  to  the  wounded  cyclist.  A  special 
fund  has  been  created  for  the  road  menders, 
and  relief  is  granted  in  all  cases  of  necessity 
upon  the  recommendation  of  road  surveyors. 
This  is  not  only  a  philanthropic  but  a  very 
useful  work,  since  every  road  mender  looks 
upon  the  cyclist  as  an  item  in  the  relief 
fund,  and  he  is  treated  with  respect  accord- 
ingly, while  the  surveyors  do  what  they  can 
to  facilitate  traffic  through  their  districts. 
What  is  the  financial  situation  of  a  club 
which  has  been  able  to  accomplish  all  this 
useful  work?  During  the  past  financial  year 
the  receipts  amounted  to  $179,481,  and  the 
expenses  $129,05G,  and  the  club  has  a  re- 
serve fund  of  $43,000.  The  members'  sub- 
scriptions totalled  $74,876,  and  the  sale  of 
guides  and  maps  brought  in  $11,200.  On  the 
expenditure  side  the  monthly  review  ac- 
counted for  $29,400.  The  road  menders'  fund 
has  1,022  subscribers,  and  after  distributing 


$6,000  In  relief,  there  is  a  balance  left  of 
$2,918,  which  has  lately  been  increased  by 
a  donation  of  $1,627. 

Since  the  club  came  into  existence  there 
has  been  a^  great  revival  of  the  touring  spirit 
in  France.  Indeed,  at  no  time  has  it  been 
stronger  than  at  the  present  moment.  The 
French  cyclist  is  not,  perhaps,  what  may  be 
termed  a  hardened  tourist,  in  the  sense  that 
he  does  not  scorn  every  other  means  of  con- 
veyance but  his  bicycle.  In  this  respect  he 
has  been  spoilt  by  the  railroad,  which  takes 
his  bicycle  for  nothing  and  enables  him  to 
travel  by  rail  to  the  most  interesting  tour- 
ing grounds.  Cyclists  in  other  countries 
would  no  doubt  like  to  be  spoilt  in  the  same 
way.  The  tourist  can  thus  pick  his  ground 
and  is  encouraged  to  go  farther  afield,  with 
the  result  that  many  a  picturesque  and  iso- 
lated place,  at  one  time  utterly  unknoAvn, 
has  now  developed  into  a  popular  holiday 
resort.  All  this  has  been  done  by  the  Tour- 
ing Club,  through  the  medium  of  the  bicycle, 
and  having  shown  such  a  record  of  useful- 
ness, there  is  little  danger  of  the  club  going 
on  the  down  grade,  so  long  as  it  is  managed 
on  the  present  lines. 


DcLong  Motocycle 


NOTICE  THE  ABSENCE  OF  TANKS, 
CASES,  BAGS  AND  BELTS. 


This  machine  does  not  require  an  engineer 
to  operate  it. 


WRITE  FOR  OUR  1902  AGENCY  PROPOSITION. 


Catalogues  on  application. 


INDUSTRIAL  MACHINE  CO..  Phoenix,  N.Y. 


Wyoma  Universal 

COASTER,  BRAKE  AND  HUB  COMBINED. 
WILL  FIT  ANY  BICYCLE.  READY  TO  IN- 
SERT  IN  WHEEL  BY  LACING   IN  SPOKES. 

Wyoma  Detachable 

MADE  TO  FIT  THE  LBADINQ  STANDARD  HUBS. 
BOTH  MODELS  WILL  ALLOW  REAR  WHEEL  TO 

RUN  BACK]\ARDS, 

FIVE  PIECES,  SHOWING  CONSTRUCTION  OF  1902  MODELS. 

NO    FIBRES.  NO   BALLS. 

FULLY  GUARANTEED. 


UNIVERSAL. 


MANUFACTURED  BY 

Reading  Automobile  and  Gear  Company, 

TENTH  AND  EXETER  STS.,  READING,  PA. 


mma^ 


THE  BICYCUNG  WORLD 


477 


THE  MATTER  WITH  US 


Ireland  Trains  a  Telescope  This  way  and 
Finds  Many  Faults  and  Some  Good. 


Now  that  the  trade  on  these  shores  has 
praetically  solved  the  problem  of  "who 
struck  Billy  Patterson,"  the  press  abroad 
seems  to  think  that  the  other  cheek  has  been 
turned  for  smiting.  Tlie  cycle  press  of  all 
Europe  takes  a  whack  at  the  subject  now 
and  then,  but  that  of  Great  Britain  finds  it 
a  particular  thorn  in  its  side,  and  the  cause 
is  not  far  to  seek,  knowing  the  makeup  of 
the  animal. 

"Whether  it  is  by  wireless  telegraphy  or 
some  other  process  of  induction  deponent 
saith  not,  but  the  Irish  Cyclist  has  waved  its 
blackthorn  with  the  truly  national  hope  that 
it  will  hit  the  first  head  that  appears.  Speak- 
ing of  motors  and  bicycles,  it  says: 

"And  yet  these  two  great  Industries  are 
languishing  to-day,  and  all  on  account  of  a 
defect  whose  very  simplicity  caused  it  to 
be  overlooked.  America  has  no  roads,  prac- 
tically speaking,  outside  her  cities.  And  we 
ascribe  the  decline  of  cycling  and  the  stunt- 
ed growth  of  automobilism  to  this  omission. 
In  the  cycling  boom  large  numbers  of  cycles 
were  bought  in  America,  but  they  were 
mostly  used  for  street  and  boulevard  riding, 
though  a  little  touring  may  have  been  done 
by  enthusiasts.  The  absence  of  good  roads, 
however,  hampered  the  manufacturers,  and 
by  depriving  them  of  the  necessary  experi- 
ence prevented  development  in  many  ways, 
very  few  properly  equipped  roadster  bicycles 
have  been  turned  out  in  America  simply  be- 
cause the  conditions  of  the  roads  make  them 
unusable  during  the  broken  weather.  This, 
perhaps,  did  not  matter  very  much  in  the 
States,  where  the  climate  is  usually  dry  and 
the  number  of  rainy  days  is  less  than  in 
many  European  countries.  But  when  Amer- 
ican makers  set  out  to  conquer  foreign  trade 
they  did  not  understand  this.  So  ignorant 
were  they  of  the  conditions  which  all  the 
year  cycling  set  up  that  it  took  years  to  im- 
press them  with  the  requirements  of  a  road- 
ster bicycle  fit  for  use  in  England  or  Ire- 
land. The  wretched  little  wooden  mud- 
guards, the  twine  dress  guards,  the  board 
hard  saddles,  the  cheap  single  tube  tires- 
all  these  things  were  absolutely  wrong  for 
riders  who  did  long  distances  weekly  over 
all  classes  of  roads  and  under  varying 
weather  conditions.  For  pottering  about  the 
city  and  taking  a  little  spin  in  the  parks  on 
favoring  days,  the  American  bicycle  was  all 
right;  otherwise  it  was  a  failure.  The  mak- 
ers have  been  accused  of  pigheadedness  for 
not  seeing  the  error  But  we  can  quite  un- 
derstand the  difiiculty  they  had  of  discover- 
ing it,  so  different  were  the  cycling  habits 
in  their  own  country  to  those  in  Europe. 
Had  America  good  roads  at  that  time,  thou- 
sands of  the  people  would  have  gone  in  for 


touring  and  using  the  cycle  on  wet  and  fine 
days  over  long  stretches  of  country  roads. 
Their  experience  would  have  taught  the 
American  makers  the  real  requirements,  and 
it  is  highly  probable  that  they  would  have 
turned  out  roadsters  equal  to  ours.  America 
has  practically  lost  her  English  and  Irish 
trade,  and  she  may  blame  her  bad  roads  for 
it.  She  is  very  much  behind  in  automobil- 
ism, too,  considering  her  enterprise,  and  she 
may  also  attribute  this  to  her  bad  roads. 
With  her  splendid  climate,  enterprising  man- 
ufacturers and  enthusiastic  people,  America 
should  have  an  immense  cycling  and  motor- 
ing population,  but  she  has  not." 


"HAPPY  JACK"  KEEN  DEAD 


One  of  the  "Qrand  Old  Men"  of  Cycling 
Passes  Away — His  Notable  Career. 


Lamps  and  Their  Light. 

To  so  arrange  the  stock  carried  in  a  store 
that  it  shall  serve,  both  from  the  standpoint 
of  utility  and  profitmaking,  is  c°ertainly  a 
point  to  be  aimed  for  by  all  wideawake  deal- 
ers. A  bright  store  is  one  of  the  best  adver- 
tisements, and  when  the  very  thing  that 
serves  this  purpose  can  be  made  to  yield  a 
direct  as  well  as  an  indirect  profit  it  is 
worthy  of  more  than  ordinary  consideration. 

In  the  gasolene  lamp,  which  has  taken  its 
place  in  the  commercial  world,  the  bicycle 
dealer  will  find  not  only  a  means  to  advertise 
his  store,  because  of  the  flood  of  light  in 
which  it  will  be  bathed,  but  a  profitable  side 
line;  that  is  constantly  demonstrating  its  mer- 
its. Like  many  new  articles,  the  gasolene 
lamp  has  had  to  live  down  abortive  attempts 
on  the  part  of  irresponsible  or  inexperienced 
parties. 

One  gallon  of  gasolene,  costing  about  10 
cents,  will  run  seventy  or  eighty  hour?,  giv- 
ing more  light  than  a  jnammoth  kerosene 
lamp,  which  burns  a  gallon  of  oil  in  eight  or 
nine  hours.  In  considering  the  pressure 
lamp,  many  things  should  be  kept  in  mind. 
The  matter  of  safety  is  first  and  most  im- 
portant, the  matter  of  insurance  next. 

The  number  of  pounds  pressure  necessary 
to  make  a  lamp  do  its  work  has  much  to  do 
with  the  safety  of  a  lamp.  Some  lamps  re- 
quire forty-five  to  fifty  pounds  pressure, 
while  the  Halo,  made  by  the  Brilliant  Gas 
Company,  42  State  street,  Chicago,  111.,  works 
with  five  to  ten  pounds.  In  the  matter  of  in- 
surance, this  is  important,  as  some  lamps  and 
systems  are  barred  by  the  underwriters, 
while  others  are  only  allowed  by  special  per- 
mits at  increased  insurance  rates.  Lamps 
that  have  not  been  tested  and  reported  upon 
favorably  by  the  engineers  of  the  National 
Board  of  Underswriters  are  not  a  good  propo- 
sition for  merchants  to  trifle  with. 

The  Halo  is  particularly  suitable  for  out- 
door use,  having  500  candle  power.  For  house 
or  other  purposes  where  less  light  is  suitable, 
the  Brilliant,  made  by  the  some  company, 
will  give  100  candle  power.  Other  candle 
powers  can  be  had,  as  well  as  a  wide  selec- 
tion in  designs  for  various  specific  purposes. 


The  passing  away  on  January  13  of  John 
Keen,  for  many  years  known  as  Happy 
Jack,  removes  from  cycling  one  of  the  old- 
est of  old  timers,  and  a  man  who  in  the 
racing  of  the  early  seventies  was  practi- 
cally invincible.  While  Mr.  Keen's  work 
was  chiefly  confined  to  England,  his  fame 
was  known  to  all  the  old  guard  of  cycling, 
a  finer  exponent  of  pedaling  a  high  bicycle 
never  mounted  the  big  wheel,  and  in  all  the 
years  he  followed  cycle  racing  as  a  profes- 
sion, he  carried  the  reputation  as  one  who 
always  got  up  to  win. 

His  first  race  was  a  half  mile  on  October 
9,  1869.  The  time  was  2:421-5,  and,  as  he 
put  it,  he  had  to  race  the  whole  of  the  way. 
From  that  time  on  he  came  to  the  front,  and 
did  much  toward  pushing  the  bicycle  to  the 
front  as  a  pastime. 

The  unique  position  which  he  occupied  in 
professional  racing  is  best  evidenced  by  the 
fact  that  the  then  governing  body  in  Sep- 
tember of  1879  permitted  a  series  of  three 
races  between  Keen,  professional,  and  the 
equally  renowned  amateur  champion,  H.  L. 
Cortis.  The  distances  were  1,  5  and  20 
miles,  and  the  races  roused  immense  enthu- 
siasm and  caused  more  excitement  than  any 
bicycle  matches  ever  before.  The  first  event 
of  the  series  to  be  run  off  was  the  20  miles, 
w^hich  was  won  by  Cortis.  The  other  two 
matches  were  won  by  Keen,  who  took  his 
pace  from  Cortis  and  won  at  the  finish. 
Cortis  I'ode  a  60-inch  and  Keen  a  55-inch 
machine. 

In  the  following  October  he  came  to  this 
country,  and  again  in  1881.  In  1883  he 
again  returned,  riding  chiefly  against  trot- 
ters in  Springfield,  Washington  and  New 
York. 

Keen  was  one  of  the  first  of  the  class  now 
known  as  small  makers,  but  he  never  had 
much  of  a  head  for  business. 


In  England  members  of  the  army  are  al- 
lowed two  cents  a  mile  when  they  use  their 
bicycles  on  trips  which  would  otherwise  be 
taken  by  public  conveyance. 


What  One  Belt  Withstood. 

There  must  some  little  time  pass  before 
the  question  of  power  transmission  on  motor 
bicycles,  as  between  belts  and  chains,  can 
be  settled  to  the  entire  satisfaction  of  all. 
At  present  both  have  ardent  advocates,  with 
the  call  on  the  belt,  as  it  affords  a  means  of 
transmission  that  gives  a  flexibility  believed 
by  many  experienced  in  the  matter  as  need- 
ed in  small  motors. 

'''he  Motor  Cycle  Manufacturing  Company, 
of  Brockton,  Mass.,  has  had  wide  experience 
both  with  chains  and  belts,  and  is  now 
equipping  a  belt  11-16  inch  wide  by  7-16 
thick.  The  belt  is  double  thick  and  flat  and 
IS  known  as  Indian  tanned.  When  tested  at 
the  Massachusetts  Institute  of  Technology,  it 
is  claimed  this  belt  broke  at  2,275  pounds, 
while  an  oak-tanned  belt  of  the  same  cross 
section  broke  at  jl,200  pounds.  In  selecting 
the  leather  for  the  belts  only  a  small  portion 
of  a  hide  can  be  useu;  this,  of  course,  keeps 
the  cost  up,  but  the  result  warrants  the  end. 


BBSg 


s^s 


478 


THE  BICYCUNG  WORLD 


Veeder  Cyclometers 


ACTUAL  SIZE. 


STAND  ALONE. 

Competition   has   been  silenced   by  sheer 

...SUPERIORITY... 

Wheelmen  no  longer  ask  for  a  *'  CYCLOMETER." 
They  ask  for  a  "VEEDER." 
Those  two  words  are  synonymous. 

Dealers  can  secure  them  from  any  jobber  of  consequence  in  the 

United  States.     They  are  on  sale  in  every 

civilized  country  in  the  world. 


10  000  Miles  and  Repeat 
and  Trip. 


ACTUAL  SIZE. 


Makers  of  CYCLOMETERS, 
ODOriETERS, 
"^      COUNTERS, 
"         FINE  CASTINGS. 


THE  VEEDER  MFQ.  CO., 

HARTFORD,  CONN, 


CATALOQUE  FREE 


^1    Star  Bridgeport  Record    |^ 


u 

o 
o 


u 
o 
a 

;a 
'u 

ca 


STAR      BRIDGEPORT 
RECORD 


C/3 


BICYCLE  PEDALS. 

A  trial  will  convince  you  that  B.  G,  I.  PEDALS  are 
by  far  the  best  you  can  buy.  Made  of  the  best  steel, 
and  carefully  inspected.  Simple  in  construction.  Perfect 
alignment  of  bearings.  Standard  of  excellence  in  style 
and  finish. 

USB  1902  MODEL 
B.  Q.  /.    PEDALS. 

THE  BRIDGEPORT  GUN    IMPLEMENT  CO., 

313-317  BROADWAY,  NEW  YORK. 


CO 

a 
n 
o 


7S 

o 


star  Bridgeport  Record    \^ 


C.B.  BARKER  &  CO., 

93  Reade  Street, 


Ltd. 


NEW  YORK. 

Our  lines  for  1 902  are  now  complete  and  em- 
brace all  standard  and  saleable  sundries  and 
accessories. 

Catalogue  is  in  press  and  should  be  in  the 
hands  of  every  LIVE  agent. 

SEND  US  YOUR  NAME  AND'  ADDRESS. 


Metropolitan 


5.11'nTsfor  Crawford  Bicycles 

Also  Crawford  Agents  for  New  Jersey  and 
Eastern  Pennsylvania. 


>••«••••« 


THE  BICYCUNG  WORLD 


479 


RACING 


Australian  advices  just  to  hand  give  par- 
.ticulars  of  that  cycling  classic,  the  Austra- 
lian Wheel  Race,  which  on  December  14  was 
won  by  that  old  American  war  horse,  "Bill" 
Martin,  and  which  proves  to  have  been  more 
successful  than  ever  before.  The  three  days* 
carnival  attracted  66,000  people,  34,000  being 
present  on  the  last  day,  when  the  gate 
amounted  to  $6,535,  a  record  in  its  way. 
Martin  won  the  race  Itself,  a  two-mile  handi- 
cap, by  three  lengths,  sitting  up.  In  all 
there  were  148  starters,  who  were  divided 
up  into  twelve  heats  and  two  semi-finals, 
the  first  semi-finals  for  seconds  only,  first 
two  to  start  in  final.  The  second  semi-final 
for  thirds  only,  first  two  to  start  in  finals. 
Martin  won  his  heat,  the  tenth,  from  scratch, 
with  Sutherland  (10  yards)  hanging  to  his 
rear  wheel,  and  Gudgeon  (40  yards)  five 
lengths  back  Time,  4:33.  Sixteen  men  qual- 
ified for  the  final,  which  was  won  by  Martin 
in  easy  style;  Middleton  (160  yards),  second 
by  three  lengths;  Walker  (40  yards),  third  two 
lengths  away  from  Middleton;  Smith  (260 
yards),  fourth,  two  lengths  from  Walker,  and 
Davies  (180  yards),  fifth.     Time,  4:29  3-5. 


Several  days  after  the  race  considerable 
excitement  was  caused  by  the  action  of  the 
stewards  in  deciding  to  hold  an  inquiry  into 
the  riding  of  some  of  the  Australian  com 
petitors.  They  directed  the  Melbourne  Bicycle 
Club  to  withhold  the  prize  money,  in  ac- 
cordance with  the  rule  which  specifies  that 
"every  competitor  must  endeavor  to  win  his 
trial  heat,  as  well  as  any  final  heat,  and  if 
the  stewards  be  of  opinion  that  he  has  not 
so  endeavored  they  made  disqualify  him  for 
•stiff  riding.'  "  After  examining  a  number 
of  riders  the  stewards,  through  Referee  Gol- 
lan,  annoimced  that,  after  hearing  all  the 
evidence  and  carefully  weighing  it,  they  had 
discovered  a  most  unsatisfactory  state  of 
affairs,  but  they  had  decided  to  order  that 
the  Australian  prize  money  be  paid  over.  The 
consensus  of  opinion— minus  any  common 
sense  whatever— is  that  the  stewards  should 
not  have  waited  till  the  meeting  was  over 
to  announce  the  holding  of  an  inquiry.  They 
saw  the  x-ace  themselves,  they  had  an  extra 
number  of  umpires,  and  required  nothing 
further  to  guide  them  if  action  was  neces- 
sary. 

Leander  won  an  unsatisfactory  fifteen 
mile  motor  paced  race  with  Freeman  and 
Rutz  at  the  Second  Regiment  Armory  track, 
Philadelphia,  January  30.  The  three  men  got 
away  well  together  and  remained  bunched 
for  two  miles  when  Freeman  and  Leander 
lost  their  pace.  Before  they  could  tack  on 
again,  Rutz  had  gained  two  laps.  Freeman 
dropped  out  of  the  race  after  riding  a  few 
miles,  but  Leander  stuck  to  the  track  in  an 
endeavor  to  catch  Rutz.  In  the  eighth  mile 
Rutz's  wheel  went  wrong,  and  in  the  time 
consumed  in  getting  a  new.  mount  Lender 
secured  a  lead  of  four  laps.  In  the  eleventh 
mile   Rutz's   pace   slipped   a   belt   and   was 


rorced  to  retire.  From  this  on  he  plugged  on 
unpaced,  Leander  finishing  sixteen  laps  to 
the  good  in  24:53  3-5. 


ride  to  win,  and  not  merely  to  place  himself, 
and  avoids  the  incongruity  of  heat  winners 
being  defeated  in  semi-finals  by  men  whom 
they  had  previously  defeated. 


The  indoor  cycle  racing  season  in  that  ar- 
mory wound  up  February  1.  The  attendance 
was  small,  owing  to  bad  weather.  There  was 
one  uig  race  on  the  programme,  in'  which 
Monroe,  Freeman,  Leander,  Turville,  Rutz 
and  Mueller  competed.  The  race  was  cut 
into  three  preliminary  heats  of  three  miles, 
the  winners  in  each  to  compete  in  the  grand 
final  of  five  miles.  Rutz  and  Monroe  drew 
to  ride  the  first  three  miles.  Rutz  won  with- 
out an  effort  in  4:40  2-5.  Leander  and  Tur- 
ville were  the  riders  in  the  second  race. 
Leander  won  in  5 :10  o-5.  Freeman  and  Muel- 
ler met  in  the  third  heat  and  fought  it  out  in 
true  bulldog  style.  Freeman  finally  carrying 
off  the  honors  in  the  time  of  5:10  3-5.  The 
three  losers  then  met  in  a  semi-final  of  five 
miles,  which  Monroe  won  in  8:12  4-5.  The 
final  event  proved  to  be  an  exciting  contest, 
the  riders  fighting  every  inch  of  the  way. 
Rutz  proved  the  speediest  and  crossed  the 
tape  five  yards  ahead  of  Freeman,  who  beat 
out  Leander  for  the  place.  Time,  7:50.  Mc- 
Eachern  gave  an  exhibition  mile  behind  pace, 
covering  the  distance  in  the  fast  time  of 
1:291-5. 


Bookmaking  is  now  a  recognized  feature  of 
Australian  race  meetings.  The  bookmakers 
are  required  to  be  registered  by  the  League 
of  Victorian  Wheelmen  and  to  wear  a  badge 
denoting  their  occupation.  Some  seventy-five 
of  them  are  duly  registered,  and  seem  to  do  a 
good  business  despite  the  injunction  "never 
bet  on  anything  that  can  talk." 


William  S.  Fenn  will  make  his  debut  this 
year  as  a  candidate  for  honors  at  middle 
distance  behind  pace.  Along  with  Hunter, 
I'raine  and  Nelson,  Fenn  will  appear  under 
the  wing  of  F.  Ed.  Spooner. 


Cables  to  this  country  have  reported  that 
"Bill"  Martin  would  return  to  his  old  home 
in  Massachusetts,  but  in  an  interview  with 
The  Australian  Cyclist  he  states  that  he 
will  remain  in  Melbourne  and  run  a  hotel 
which  bears  his  name.  He  also  denies  hav- 
ing laid  any  wagers  on  himself  in  the  Aus- 
tral race. 


The  N.  C.  A.  might  well  consider  the  sys- 
tem that  is  in  vogue  in  Australia — that  of  per- 
mitting all  heat  winners  to  start  in  finals, 
and  confining  semi-finals  to  second  and  third 
place  men  only.      It  compels  every  man  to 


F.  W.  Voigt,  the  Vailsburg  track  manager, 
has  leased  the  New  Haven  Coliseum.  He 
will  run  it  in  conjunction  with  the  New  Jer- 
sey track  the  coming  season,  holding  weekly 
meets  on  both  tracks. 


Belgium  now  has   a  regular  company  of 
soldier  cyclists,  patterned  after  the  French 


Jobbers,  Be  Wise! 


Handle  these 
Goods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


PENNSYLVANIA  RUBBER  CO. 
ERIE.   PA. 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK  CHICAaO  BOSTON 

BUFFALO  PHILADELPHIA 


■ill 


480 


THE  BICYCUNG  WORLD 


GEER;  HIS  TROUBLES 


His  Experiences  With   flotocycles  and  the 
Suggestions  They  Convey  to  Makers. 


Editor  The  Bicycling  ^^■ol•ld: 

Responding  to  Mr.  S.  F.  Heath's  suggestion, 
as  published  in  your  journal  of  the  23d  inst., 
inviting  a  bicycle  agent  to  present  his  views 
on  marketing  motocycles.  The  writer  be- 
longs to  this  class,  having  served  his  ap- 
prenticeship as  otfice  boy,  factory  hand, 
salesman,  instructor,  collector,  professional 
trick  rider,  retail  store  manager,  traveling 
man  and  proprietor.  I  introduced  the  first 
steam  vehicle  in  St.  Louis.  Another  party 
bought  a  carload  one  year  later  and  secured 
the  agency,  shutting  me  out.  Still  another 
firm  opened  their  doors  with  a  steam  vehicle 
and  a  third  one  followed,  all  firms  fitting  out 
fine  stores  and  storage  rooms. 

I  realized  immediately  I  must  drop  bi- 
cycles or  automobiles.  Having  a  fine  bicycle 
business  I  dropped  the  automobile,  sold  my 
automobiles,  one  steam  and  one  gasoline, 
and  immediately  took  up  motocycles,  pur- 
chasing a  motocycle.  I  had  trouble  with 
automobiles:  sold  three.  Expected  to  have 
some  trouble  with  motocycles,  but  by  devot- 
ing myself  to  the  subject,  expected  to  over- 
come the  difficulties,  having  some  experience 
gained  from  automobiles  to  start  with.  Have 
a  fine  shop  thoroughly  equipped  with  lathe, 
emery  wheels,  drill  presses,  vulcanizer,  bra- 
zier, gas  engine,  etc.,  and  seven  good  me- 
chanics with  some  experience  in  automobile 
repair  work. 

Purchased  "Motor  Cycles  and  How  to  Man- 
age Them,"  "The  Gas  Engine  Handbook," 
and  a  few  others,  studied  them  myself  and 
loaned  them  to  any  man  in  the  shop  who 
wanted  to  study  the  subject.  I  subscribe  to 
most  all  bicycle  and  automobile  journals  and 
make  a  practice  to  hand  each  one  to  the  shop 
force  every  week,  so  I  have  the  advantage 
of  intelligent,  intei'ested  mechanics. 

Well,  the  bicycle  arrived.  In  the  midst 
of  an  admiring  crowd  it  was  mounted.  It 
refused.  We  good  naturedly  took  the  jeers 
and  jests  of  the  crowd.  After  dark  we  tried 
again.  Finally  it  started;  ran  about  six 
miles  an  hour.  The  writer  started  home  on 
it  proud  as  a  peacock;  it  stuck.  Worked 
on  it  two  months  with  varying  success.  The 
president  of  the  company  dropped  in  one  day 
on  his  way  to  Hot  Springs,  Ark.  He  said: 
"Send  the  engine  baclj;  it  is  defective."  Tliey 
sent  another,  worse  than  the  first;  crank 
case  leaked  oil.  We  fixed  this.  Spark  plug 
was  too  small  for  its  hole;  leaked,  spoiled 
compression.  We  fixed  it  and  fixed  a  go  ;d 
many  other  things,  but  received  no  satisfac- 
tion. Gave  it  up  it  disgust.  Did  not  sell 
one.  My  reputation  was  worth  more  to  me. 
Sold  it  for  $75;  lost  $75  on  purchase  price, 
also  expressage  and  mechanics'  time,  about 
.^lOO   more. 

Purchased  a  motor  tricycle,  another  make. 
It  was  fast,  safe  and  fairly  simple  and  ran 


fine  for  about  thirty  days;  then  the  clutch 
became  deranged.  Bought  some  new  parts, 
for  which  we  paid  a  good  price;  two  weeks' 
time  doing  tlie  work  and  waiting  for  parts. 
Again  we  were  off.  Next,  compensating 
gear— next!  next!  always  something. 

Bought  another  tricycle — another  make 
with  French  engine;  cost  nearly  $400;  3% 
horse  power,  water-cooled  head;  machine  had 
fine  reputation.  The  second  day  the  rear 
wheel  came  off;  result,  broken  head  lugs, 
bent  rear  axle,  broken  compensating  gear, 
broken  aluminum  gear  case  and  other  dam- 
age. Of  course,  it  was  not  the  factory's 
fault:  they  had  tested  it  thoroughly;  never 
heard  of  such  a  case  before;  I  must  have 
"monkeyed"  with  it.  Well,  we  repaired  it 
and  rc-enameled  it.  Next,  rear  axle  support- 
ing bar  bent;  straightened  it,  but  did  not 
enamel  it  this  time;  it  bent  again,  we 
straightened  it  again;  it  will  never  bend 
again;  I  fixed  that.  Their  engine  adjust- 
ment eccentrics  were  too  light;  motor  broke 
loose,  knocked  a  few  teeth  out  of  the  bronze 
gear  wheel  on  the  axle.  Put  the  teeth  in 
again,  made  heavier  adjusters.  The  tires 
were  to.)  light;  new  ones,  extra  heavy 
clinche]'. 

You  can  see  I  had  some  trouble.  I  am  not 
disgusted,  I  am  disappointed.  Have  spent 
about  $3,000  on  automobiles  and  motocycles. 
I  lately  sold  one  motocycle.  and  it  is  giving 
trouble  already.  .  I  must  waste  my  time  in 
making  it  go,  for  my  customer  paid  me  $275 
in  United  States  money,  and  I  have  a  busi- 
ness man's  reputation  to  sustain.  I  suppose 
other  bicycle  men  have  had  the  same  experi- 
ence; possibly  they  are  not  all  good  natured. 
The  manufacturers  can  hardly  blame  a  bi- 
cycle man  for  not  taking  up  agencies  if  they 
do  not  deliver  the  goods.  There  are  very 
few  bicycle  men  who  can  afford  to  buy  a 
motocycle  of  every  make  and  find  out  which 
one  gives  satisfaction. 

Why  should  not  we  say,  "Go  get  a  reputa- 
tation?"  I'  say,  "Show  me."  I,  have  the 
price  and  am  ready,  yes.  anxious  to  spend 
it  for  a  good  machine.  It  is  the  manufac- 
turer's business  to  show  me  that  it  is  a  good 
one.  I  am  a  iiustling,  energetic,  progressive 
bicycle  man,  and  have  proven  it  by  buying 
and  trying  motocycles.  My  machines  were 
not  kept  in  a  glass  case,  but  put  on  the  road 
and  tested,  and  I  cannot  afford  to  sell  a 
n\otocycle  that  I  cannot  run  myself.  I  will 
buy  if  he  shows  me,  but  I  want  no  more 
"gold  bricks. ■• 

.\nd  another  thing,  the  automobile  manu- 
facturers found  out  that  it  is  more  to  their 
interests  to  appoint  agents  than  to  sell  di- 
rect, and  it  is  to  the  advantage  of  the  pur- 
chasei-  to  purchase  a  motocycle  from  a  local 
agent  who  understands  the  machine  and 
has  facilities  to  make  repairs  when  needed. 

A  catalogue  and  circular  letter  just  re- 
ceived states  as  follows:  "In  event  of  its 
being  inconvenient  for  you  to  take  the 
agency,  and  we  have  no  agent  in  your  dis- 
trict, we  would  allow  you  to  purchase 
at  agent's  terms,  which  is  33  per  cent,  oft' 
list,  making  it  $117.25  net.     We  give  addi- 


tional 5  per  cent,  when  all  cash  accompanies 
the  order."  This  circular  letter  is  evidently 
sent  with  all  requests  for  catalogues,  and  I 
consider  it  very  poor  policy.  Why  not  send 
the  correspondent  a  catalogue  and  write  the 
bicycle  agent  desired  for  a  representative  a 
personal  letter  quoting  him  agents'  price  and 
asking  him  to  take  up  the  inquiry.  He  would 
in  most  cases  be  willing  to  make  a  profit 
on  no  investment,  and  possibly  would  be  in- 
terested enough  to  take  the  agency  and  pur- 
chase for  himself  when  he  sees  the  public 
are  interested.  It  would  be  a  poor  business 
man  who  would  sit  still  in  the  face  of  an 
opportunity. 

Mr.  Heath  and  the  Wisconsin  Wheel  Works, 
will  not,  I  believe,  lose  anything  by  their 
policy.  I  am  sure  that  it  has  impressed  me 
more  than  a  good  deal  of  advertising  would, 
especially  as  .the  W.  W.  W.  are  pretty  fa- 
miliar through  their  constant  and  busoness- 
like  advertising. 

HARRY  R.  GEER,  St.  Louis,  Mo. 


Marsh's  nica  Plug. 

One  of  the  parts  of  a  motocycle  that  has 
given  considerable  annoyance  at  times  to 
their  users  is  the  insulated  core  of  the  spark 
plug.  Heretofore  it  has  been  the  practice 
in  the  majority  of  plugs  to  use  porcelain  for 
this  purpose,  but  as  this  is  so  brittle  in  gen- 
eral handling,  and  liable  to  crack  under  the 
intense  heat  of  the  explosions,  it  has  caused 
the  thinliers  to  look  about  for  something  to 
take  its  place  that  would  remove  these  ob- 
jections. 

It  is  generally  known  that  mica  is  an  ex- 
cellent insulator,  having  the  advantage  of 
considerable  flexibility,  and  that  it  will  stand 
high  heats.  Because  of  these  qualities  it  has 
been  extensively  used  in  general  electrical 
work.  With  these  tried  and  proved  condi- 
tions its  use  as  the  insulated  core  for  spark 
plugs  can  be  looked  forward  to  with  more 
than  average  interest. 

It  is  with  this  clear  understanding  that  the 
Motor  Cycle  Manufacturing  Company,  of 
Brockton,  Mass.,  are  making  plugs  with 
carefully  selected  mica  and  guarantees  them 
for  one  year.  It  is  obvious  tnat  tlie  core  can 
be  taken  out  and  reassembled  as  many  times 
as  one  may  think  necessary  for  cleaning, 
without  danger  of  cracking  or  breaking.  An- 
other feature  that  is  not  generally  uuder- 
stood  is  that  when  porcelain  is  used  there 
must  also  be  asbestos  packing  at  the  shoul- 
der of  the  core  to  prevent  leaking,  and  this 
requires  considerable  experience  and  care  in 
getting  it  just  right.  When  mica  is  usetl 
its  flexibility  takes  care  of  the  entire  matter 
and  the  annoyance  and  bother  of  packing  are 
done  away  ^^•ith. 


The  Retail  Record. 

Burlington,  Vt.— Wilmot  E.  Mayhew,  moved 
to  Carr  Block. 

Columbus,  Miss.— J.  C.  Broyles,  removed 
to  Birmingham,  Ala.. 

Worcester,  Mass.— Charles  B.  Stebbins, 
heavy  damage  by  fire. 

Hamilton,  O.— Neiderman  Cycle  Co.,  pur- 
chased •l)usiuess  of  Sherring  &  Cochran. 

Washington,  D.  C— P.  J.  Mendell,  1.728 
Seventh  street,  N.  E.,  slight  fire  damage. 


Mm 


THE  BICYCLING  WORLD 


483 


The  Week's  Patents. 

691,788.— Combined  Air  and  Explosive  En- 
gine. Robert  Lundell,  New  Yorli,  N.  Y.,  as- 
signor of  one-balf  to  Charles  J.  Kintner, 
New  York,  N.  Y.  Filed  March  29,  1900. 
Serial  No.  10,634.     (No  model). 

Claim.— 1.  A  compound  engine  having  a 
high  pressure  and  a  low  pressure  cylinder 
and  pistons  located  therein,  said  cylinders 
being  provided  with  gas  ports  for  admitting 
an  explosive  gas  against  the  full  free  faces 
of  the  pistons  and  additional  ports  for  ad-; 
mitting  a  gas  under  pressure  against  the 
other  faces  thereof,  the  cylinders  being  so 
interconnected  that  the  gas  under  pressure 
as  it  leaves  one  of  them  is  admitted  at  lower 
pressure  as  it  enters  the  other,  substantially 
as  described. 

691,805.— Waier-Cycle.  Sylvester  R.  Perry, 
Worcester,  Mass.  Filed  February  16,  1901. 
Serial  No.  47,656.     (No  model). 

Claim.— 1.  In  a  water-cycle,  the  combina- 
tion, with  a  float  provided  with  a  paddle 
wheel,  of  a  friction  pulley  for  operating  the 
wheel,  two  standards  adjacent  to  the  pulley, 
the  lower  end  of  each  of  which  is  screw 
threaded  and  provided  with  nuts  and  the 
upper  end  is  slotted,  a  brace  for  each  stand- 
ard, the  upper  end  of  which  is  provided  with 
a  hooked  clamp  and  an  eccentric  lever  for 
causing  the  clamp  to  engage  with  the  frame 
of  a  bicycle,  substantially  as  described. 

691,826.— Winter  Velocipede.  Benjamin  C. 
Trudelle,  Bay  City,  Mich.  Filed  June  21, 
1901.     Serial  No.  65,417.     (No  model). 

Claim.— In  a  velocipede  the  combination 
with  a  gear  wheel  rigidly  mounted  on  the 
crank  shaft;  of  a  pair  of  sockets  secured  to 
the  frame,  one  in  front  and  one  in  the  rear 
of  the  crank  hanger;  a  bracket  removably 
secured  to  either  of  said  sockets  interchange- 
ably; a  vertically  movable  arm  pivoted  to 
the  lower  end  of  said  bracket;  a  train  of 
gears  carried  by  said  bracket  and  arm,  the 
first  gear  of  said  train  being  mounted  at  the 
pivotal  junction  of  the  bracket  and  arm,  and 
meshing  with  the  crank  shaft  wheel,  and 
the  last  gear  of  said  train  being  mounted  at 
the  outer  end  of  the  arm  and  operating  a 
spiked  driving  wheel ;  an  upwardly  extending 
adjusting  rod  yieldingly  fixed  at  its  lower 
end  to  the  end  of  said  vertically  movable 
arm,  and  secured  at  its  upper  end  to  the 
velocipede  frame,  substantially  as  described 
and  for  the  purposes  set  forth. 

691,830.— Bicycle  Handle  Bar.  William  N. 
Whitely  and  William  N.  Whitely,  Jr.,  Spring- 
field, Ohio.  Filed  January  24,  1900.  Serial 
No.  2,536.     (No  model). 

Claim.— 1.  In  a  vertically  adjustable  di- 
vided handle  bar  construction,  a  handle  bar 
post  having  integral  therewith  a  head,  two 
vertically  adjustable  handle  bars  pivoted 
thereon  on  a  common  center,  corrugations  on 
the  face  of  said  head  around  said  pivot  cen- 
ter for  one  of  the  bars,  corresponding  corru- 
gations on  one  of  said  bars  to  engage  the 
head  corrugations  and  means  for  clamping 
said  bars  and  head  together,  a  clamping  rod 
passing  through  an  orifice  common  to  both 
head  and  post,  independent  of  said  bars  and 
wholly  to  one  side  thereof  and  engaging  a 
clamping  device  located  at  the  lower  end  of 
said  post,  whereby  said  post  may  be  verti- 
cally adjusted  within  the  steering  fork  tube 
for  the  pvu'pose  shown  and  described. 

691,864.— Bicycle  Luggage  Carrier.  Alfred 
G.  Jackson,  Brisbane,  Queensland.  Filed 
April  22,  1901.  Serial  No.  56,841.  (No 
model). 

Claim.— 1.  A  device  of  this  character  com- 
prising an  attaching  clamp,  a  spring  band 
having  one  end  pivotally  connected  to  the 
clamp  and  the  other  end  opposite  the  con- 


nection but  free,  a  link  surrounding  the  free 
and  pivoted  ends  of  the  band,  and  means 
carried  by  the  link  for  forcing  the  free  end 
into  close  proximity  to  the  pivoted  end  sub- 
stantially as  described. 

691,906.— Bicycle  Propulsion.  William  T. 
Johnson,  Brooklyn,  N.  Y.  Piled  December 
29,  1897.  Renewed  June  23,  1900.  Serial  No. 
21,379.     (No  model). 

Claim. — 1.  In  a  bicycle,  a  cam  fixed  upon 
the  crank  shaft,  and  an  eccentric  fixed  upon 
the  driven  wheel  axle,  in  combination  with 
a  rod  arranged  to  reciprocate  in  a  fixed  line, 
said  rod  being  connected  with  the  cam  at 
one  end,  and  bearing  a  pivoted  eccentric  ring 
at  the  other,  substantially  as  shown  and 
described.  ^ 

691,964.— Canopy  "  Tricycles,  etc.— Bar- 
ney J.  Olding,  St.  Henry,  Ohio.  Filed  Aug- 
ust 28,  1901.  Serial  No.  73,616.  (No  model). 
Claim.— 1.  In  a  canopy,  the  combination  of 
opposite  frame  bars  having  a  flexible  cover- 
ing secured  thereto  and  provided  near  their 
extremities  with  eyes,  inclined  main  and 
auxiliary  supporting  rods  having  their  upper 
ends  movably  attached  to  the  eyes  respect- 
ively of  said  frame  bars  and  converging  to- 
ward their  lower  extremities,  the  auxiliary 
supporting  rods  having  their  lower  ends 
pivotally  connected  to  the  main  supporting 
rods,  and  the  main  supporting  rods  being 
extended  downward  beyond  said  pivotal 
points  to  form  uprights  adapted  to  receive 
securing  devices,  and  spreader  rods  movably 
attached  at  one  end  to  the  eyes  of  one  frame 
bar  and  having  terminal  hooks  for  removable 
engagement  with  the  eyes  of  the  other  frame 
bar. 

692,030.— Hand  Propelled  Chair.  Norton  A. 
Sawyer,  Lowestoft,  England.  Filed  Septem- 
ber 23,  1901.  Serial  No.  76,190.  (No  model). 
Claim. — 1.  In  a  hand  propelled  chair  the 
combination  of  three  upright  members  ar- 
ranged parallel  to  each  other  in  an  approxi- 
mately vertical  plane  common  to  all  the 
members,  cross  members  connecting  the  up- 
right members,  two  approximately  horizontal 
members  extending  from  the  lower  ends  of 
the  two  outside  upright  members,  a  seat 
upon  these  members,  downwardly  directed 
extensions  at  the  free  ends  of  the  horizontal 
members,  a  footboard  secured  to  these  ex- 
tensions, upwardly  and  outwardly  curved 
members  secured  one  to  each  of  the  outsi'le 
upright  members,  a  wheel  support  secured 
at  the  free  end  of  each  outwardly  curved 
member,  a  road  wheel  mounted  in  each  sup- 
port, a  brace  connecting  the  lower  ends  of 
the  two  supports  driving  gear  mounted  at 
the  upper  end  of  each  support  and  connected 
with  the  road  wheel  of  each  support  and  a 
steex'ing  wheel  mounted  at  the  opposite  end 
of  the  chair  to  the  side  wheel  supports  as 
set  forth. 

692,077.—  Continuously  Variable  Speed 
Gear.  ArchibaM  Sharp,  London,  England. 
Filed  July  9,  1901.  Serial  No.  67,627.  (No 
model). 

Claim.— 1.  A  variable  speed  mechanism  for 
a  cycle  for  transmitting  rotary  motion  be- 
tween two  parallel  shafts,  one  of  which  is 
movably  mounted  with  relation  to  the  other, 
comprising  such  shafts,  a  ratchet  drive  ring 
concentric  with  one  of  the  said  shafts,  a 
wheel  concenti'ie  with  the  other  of  the  said 
shafts,  a  number  of  equal  drive  links  each 
jointed  at  one  end  to  the  said  drive  ring,  a 
number  of  toothed  drive  shoes  jointed  to  the 
other  ends  of  the  said  drive  links  and  each 
engaging  with  the  aforesaid  wheel  by  means 
of  a  free  wheel  driving  clutch,  means  for 
varying  the  distance  between  said  shafts, 
and  springs  projecting  substantially  parallel 
with  said  shoes  and  in  front  and  rear 
thereof. 


692,078.-Cycle.  Archibald  Sharp,  London, 
England.  Filed  October  26,  1901.  Serial  No 
80,142.     (No  model). 

Claim.— 1.  The  combination  with  the  cen- 
ter tube  and  the  steering  tube  movable  one 
withm  the  other,  of  a  distance  tube  fitting 
loosely  within  the  steering  tube,  means  con- 
nected to  the  upper  end  of  said  distance  tube 
and  embracing  the  center  tube,  an  airtight 
rolhng  packing  mijfcten  interposed  between 
the  distance  tube  and  the  center  tube,  means 
securing  one  end  of  the  said  mitten  securely 
to  the  distance  tube  and  means  secm-ing  the 
other  end  of  said  mitten  to  the  center  tube, 
all  substantially  as  shown  and  described. 

692,094.— Muffler  for  Explosive-  Engines. 
Christian  F.  Weeber,  Albany,  N.  Y  Filed 
September  7,  1901.  Serial  No.  74,631  (No 
model). 

Claim.— 1.  In  a  muffler  to  an  explosive  en- 
gine, a  shell  or  frame  forming  a  chamber 
inclosing  pipes  and  tubes;  a  pipe  partly  in- 
closed in  said  chamber,  with  one  end  adapt- 
ed to  be  attached  to  the  exhaust  pipe  of  the 
engine,  and  tiie  other  end  of  said  pipe  ex- 
tending to  or  near  the  center  of  said  cham- 
ber; tubes  connecting  with  said  pipe  to  near 
the  end  of  said  chamber  nearest  the  engine, 
and  adapted  to  conduct  said  exhaust  froni 
said  pipe  into  the  end  of  the  chamber  nearest 
the  engine;  another  pipe  extending  from  near 
the  center  of  said  chamber  through  the  end 
of  said  chamber  farthest  from  the  exhaust 
pipe;  tubes  connecting  with  the  last  named 
pipe  at  or  near  the  end  nearest  the  center  of 
said  chamber  and  extending  parallel  with 
said  pipe  to  near  the  extreme  end  of  said 
chamber  farthest  from  the  engine,  and 
adapted  to  conduct  said  exhaust  from  the 
said  chamber  to  said  pipe,  and  said  last 
named  pipe  adapted  to  conduct  said  exhaust 
from  said  last  named  tubes  to  the  outside 
of  said  chamber,  substantially  as  described 
and  for  the  purposes  set  forth. 

692,131.— Coasting  and  Brake  Mechanism. 
Godemir  J.  Gastonguay,  Hartford,  Conn 
Filed  September  6,  1900.  Serial  No.  29,186. 
(No  model). 

Claim.— 1.  In  a  vehicle,  in  combination,  a 
tubular  outer  hub,  a  tubelar  inner  hub 
formed  in  sections,  said  sections  being  sup- 
ported one  on  the  other,  a  clutch  located  be- 
tween the  two  hubs,  one  of  the  clutch  parts 
being  secured  to  the  outer  hub  and  another 
part  to  a  section  of  the  inner  hub,  a  loose 
clutch  part  mounted  between  the  two  sec- 
tions of  the  clutch,  a  cam  surface  and  an 
engaging  pin  arranged  to  slide  the  loose 
clutch  part,  a  gear  wheel  fast  to  one  hub 
section,  and  a  brake  attached  to  the  other 
section. 

692,135.— Ball  Bearing.  Friedrich  Hansen, 
Husum,  Germany.  Filed  February  28,  1901. 
Serial  No.  49,294.     (No  model). 

Claim.— In  a  device  of  the  character  de- 
scribed, an  axle  having  a  square  end,  a  cone 
carried  by  the  axle,  the  outer  face  of  said 
cone  having  a  series  of  radial  grooves  formed 
therein  extending  down  to  the  crank  axle,  a 
crank,  radial  ribs  on  the  inner  face  thereof 
adapted  to  engage  said  radial  grooves  in  the 
cone,  said  crank  having  a  square  aperture 
formed  therein  to  receive  said  square  end  of 
the  axle,  substantially  as  described. 

692,218.— Free  Piston  Explosive  Engine. 
Willis  A.  Swan,  Providence,  R.  I.  Filed 
August  31,  1900.  Serial  No.  28,681.  (No 
model). 

Claim.— 1.  In  a  gas  engine,  the  combina- 
tion of  a  cylinder,  a  piston,  mechanisms  sup- 
plying air  and  oil  to  said  cylinder,  the  air 
being  under  pressui-e,  whereby  an  initial 
movement  may  be  given  to  the  piston  by  the 
pressure  of  said  air  before  the  explosion, 
mechanism  supplying  the  air,  under  pres- 
sure,, to  return  the  piston,  and  an  independ- 
ent motor  operating  the  air  and  oil  supplying 
mechanism. 


4&4 


THE  BICYCUNG  WORLD 


ARE  YOUR  EYES  RIGHT  ? 


DO  YOU   OWN  A  THINKING  CAP  ? 

If  so,  put  it  on  and  look  about    you  and  you  will  readily 
see  many  substantial 

Signs  of  ROYAL  Leadership. 

The  rapidly  increasing  use  of  upright  motors  positioned  at  the 
cranlc  hanger,  chain  drives,  methods  of  lubrication,  the  position 
of  mixers  and  tanks- — all  these  and  more  show  the  great  influence 
for  good  exerted  by  the  ROYAL  and  substantiate  our  claim  that 
"all  others  are  merely  followers."  Signs  of  the  sort  convey  much 
to  the  wise  buyer. 

ROYAL  MOTOR  WORKS,  CHICOPEE  FALLS,  MASS. 


INDIAN 
CYCLES 


$25.00 


ONE  INCH  TUBING. 


New  Indian  Hanger. 


SEND   FOR  CATALOGUE. 


HENME  MFG.  COMPANY,  Springfield,  Mass. 


"MOTOCYCLES  AND  HOW 
TO  MANAGE  THEM" 


REVISED  EDITION  BOUND  IN  CLOTH 

The  only  Book  of  the  Sort  in  Existence 

CONTAINS  A  MINE  OF  VALUABLE 
INFORMATION 

PRICE,  ONE  DOLLAR 


THE  GOODMAN  COMPANY 

123'125    Tribune    Building,   -  New  York  Ohy 


13,300 

PAIRS 


Bicycle  Tires 


WE  BOUGHT  THE  ENTIRE  STOCK  OF  BICYCLE 
TIRES  OF  THE 

NEW  BRUNSWICK  TIRE  COMPANY, 

WHO  HAVE  RETIRED  FROM  BUSINESS. 

You  know  they  always  made  good  tires — the  kind  that  wears  and  gives  satisfaction. 
We  are  selling  these  away  below  the  market. 
You  know  our  proposition  on  I^ISIt  and  Ii;A.:^JGrJVICOO  tires 
last  year  was  the  best  ever  offered,  and  dealers  made  money  on  them.  Our  NEW 
BRU^SW1CK  proposition  is  away  ahead  of  last  year's  as  a  money  maker.  It  will 
pay  you  to  get  into  quick  correspondence  with  us  on  these. 


WE  ALSO  BOUGHT  THE  ENTIRE  STOCK  OF 

SECTIONAL  CARRIAGE  TIRES 

of  the 

International  Automobile  &  Vehicle 


Tire  Company, 


which  we  will  sell  to  close  quick  at  YOUR  price. 


write  usjboat  our  $t^  HH    BICYCLES. 


BOSTON  CYCLE  &  SUNDRY  COMPANY, 


J.  M.  LINSCOTT,  Manager. 


7  Hanover  Street,  BOSTON,  MASS. 


The  Only  Distinguishable  Bell 


THE  ORIGINAL 


Cuckoo  Chime 


It  has  been  imitated, 
but  never  equalled. 


FRANK     MOSSBERG     CO.. 


The  Wrench  T  Always  Ready. 

REQUIRES  NO  ADJUSTMENT. 


Will  take  any  size  of  pipe,  bolt  or  nut  fronn  1-8  inch  to  3-4 

inch  diameter.    As  strong  as  it  is  simple  and   has 

a  grip  like  a  prize  bulldog,  but  will  let  go 

when  you  want  it  to  do  so. 

-  Attleboro,    IVIsss. 


THE  BICYOJNG  WORLD 


485 


FOR 
THE  PROVERBIAL 

3  Score  Years  an^  1 0 


we've  been  making  bells — good 
bells  and  all  kinds  of  them — the 
very  best  bells  that  can  be  made, 
and  we've  kept  abreast  of  the 
times  every  moment  of  the  70 
years.  Our  experience  is  such 
that  we  believe  none  can  make  a 
better  bell  and  few  so  good.   In  the 


B 


EVIN  I 

ICYCLE  of  ^ 
ELLS  ? 


that  experience  is  made  to  count, 
not  only  in  quality  but  in  price. 
We  have  many  styles  for  many 
kinds  of  people,  and  we  desire 
our  catalog  to  be  in  the  hands  of 
each  of  them.  We  know  it  will 
interest  them.  Have  you  obtained 
your  copy  ? 


BEVIN  BROS.  MFG.  CO., 

East  Hampton,  Conn. 

1^^  Established  1832. 


Long  Cranks  and  High  Gears. 

Editor  Bicycling  World: 

I  would  like  to  add  my  experience  with 
long  cranks  and  high  gears  to  that  of  the 
Irish  Cyclist,  quoted  in  your  issue  of  January 
16.  For  two  years  past  I  have  ridden  habit- 
ually, a  32  lb.  Racycle  Pacemaker,  with  124, 
140  and  160  gears,  usually  with  7-inch  cranks, 
but  I  have  also  employed  extenders,  making 
the  cranks  8-inches,  which  enable  me,  of 
com-se,  to  ride  the  same  gears  with  less  ef- 
fort. The  140  gear  with  8-inch  cranks  is  my 
favorite  mount. 

I  am  forty-six  years  old,  and  can  without 
trouble  maintain  a  pace  of  fifteen  miles  per 
horn*  for  two  or  three  hours,  unpaced.  I  have 
never  had  any  training,  and  began  riding 
but  four  years  ago.  That  the  combination  of 
long  cranks  and  high  gears  are  well  suited 
to  many  men,  my  experience  and  the  several 
Pacific  Coast  records  which  I  hold  serve  to 
show,  as  follows: 

1.  Long  distance  road  record  for  Pacific 
Coast,  Claremont,  Cal.,  to  Highland  Springs 
(125  miles  north  of  San  Francisco)  and  re- 
turn, about  1,290  miles,  in  thirteen  days  (124 
gear),  strictly  unpaced  all  the  way.  This 
trip  included  all  sorts  of  roads,  the  crossing 
of  fourteen  mountains,  a  walk  of  from  two 
to  eight  miles  up  each,  and  part  way  down; 
wading  rivers  four  times;  bucking  head 
winds  of  forty  miles  an  hour  velocity,  so  thai 
four  miles  an  hour  was  all  I  could  do,  and 
a  fellow  with  74  gear  came  into  Salinas  the 
same  night  and  said  he  had  averaged  only 
four  miles  an  hour  all  the  afternoon. 

2.  Pacific  Coast  road  record,  Los  Angeles 
to  Oakland,  about  460  miles,  in  three  days, 
twenty  hours  (with  Allen  H.  Nye,  of  Mon- 
rovia). No  pacing  to  amount  to  anything, 
101  gear.  As  far  as  my  sensations  are  con- 
cerned, I  worked  just  as  hard  with  101  as  I 
did  with  124  gear. 

3.  Twenty-four  hour  record  for  Southern 
California,  210  miles,  124  gear,  strictly  vm- 
paced. 

4.  Ontario,  Cal.;  Euclid  avenue  cycle  path 
record,  5.4  miles  in  25%  minutes,  unpaced, 
124  gear.  This  avenue  has  a  rise  of  907  feet 
in  six  miles,  is  steadily  up  grade,  and  grad- 
ually increases  in  steepness,  most  of  all  just 
at  the  head  of  the  avenue. 

HENHY  H.  WHEELER,  Pomona,  Cal. 


Upon  receipt  of  35  cents  in  stamps  we  will  mail  one 
dozen  of  the  MAGIC  as  a  sample  trial  to  any  part  of 
U.  S.  A.    Ask  your  jobber  for  it. 


HAS  A  POINT  ONLY  XelN.  DIAMETER. 


Bicycle  salesmen  wanted  to  handle  the  MAGIC  as  a 
side  line. 

THE  MAGIC  REPAIR  TUBE  CO.,  248  LARRABEE  ST.,  CHICAGO,  ILL 


CINCH 


COASTER 
BRAKE. 

GUARANTEED 

SELF-RELEASING-NO  SQUEAKING. 


THE 


OAK 


Not 
to  know  it 

is 

to   admit 

yourself 

slow 

to  recognize 

and 

become 

acquainted 

with 

the  good  things 

that 

go  to  help 

your 
business. 


WANT  QUOTATIONS  ? 


Newark  Cycle  Specialty  Co., 


NEWARK,  N.  J. 


486 


THE  BICYCUNG  WORLD 


CHAMPION  HUBS 

a  and 


Write  for  Complete  Description  and  Prices. 

J-  -'^-- 


(light  weight  racing  modbl.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


L  A.  WESTON  CO.,    Syracuse,  N,  Y. 

Selling  Agente,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHDE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  r5S,^r  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Frlctlonless 
Rocker  Joints.  Insist  on  having  the 
Morse  Twin  Roller.  Fits  regular 
sprockets. 

Send  for  Catalogrue  and 
Trade  Price  to 

Morse  Chain  Co.,  immansburg:,  n.  y. 


WANTS  AND  FOR  SALE. 

1 5  cents  per  line  of  seven  words,  cash  with  order. 

A     MOTUR    BrCYCLL    for  $2.50   per   week. 
An  automobile  for  ;$i2.5o  per   week.     Send 
stamp  for  particulars.     Automobile   and  Motor-Bi 
Co.,   Room   814,    Colonial  Bldg.,  Boston. 

"PTOR  SALE — About  21,000  feet  best  Mannes- 
man's Imported  Tubing,  5-8  in.,  3-4in.,  13-16 
in.,  7-8  in  ,  15-16  in.,  and  i  in.  16,  18,  20,  and  22 
guage  at  4  1-2  cents  per  foot,  as  long  as  it  lasts. 
E-state  of  John  Mc  Clave,  604  West  22nd  St.  N. 
Y.  City. 

T-TOR  SALE — A  Bicycle  and  Phonograph  busi- 
ness in  a  town  of  9000.  Centrally  located, 
established  8  years,  and  a  large  trade.  A  well 
equipped  repair  department  pays  all  expenses. 
Present  stock  of  bicycles,  tools,  enamelling  oven 
etc.  about  $r,ooo.  For  information  address; 
A.  W.  Hoi.MK.s,  Box  147,  Salem,  Mass. 


Bicycle  Parts  and  Tobing 

WRITE   US   FOR   PRICES. 

The  Standard  Welding  Go. 

ci_e:ve:i_aimd,  omio 


Century  Cycles 

couldn't  be  better. 

MILWAUKEE  CYCLE  CO.,    Milwaukee,  Wis. 

NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneimiatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  MFO.  CO., 
Buffalo,  N.  Y. 

THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical coDstruciion. finish  and  materials  used, 
that  it  is  possible  to  produce  Made  in 
one  grade  only,  the  highest.  Handsome 
in  appearance;  sirrplein  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fil- 
ings and  crank  hangers  on  the  niarket. 
iOur  igo2  prices  are /«TO.    Write  for  them 

ARMSTRONG  BROS.  TOOL  CO., Chicago. 


\   TIMD  AND  FOOT  PUMPS,    % 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

I  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
Depots :  aio  Lake  St.,  Chicago. 

4ai  Broome  St.,  New  York 


♦ 
♦ 


IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  bars  and  extensions  tor  igo2  and 
you  will  be  agreeably  surprised.  Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


The  Crosby  Company, 

BUFFALO,    N.    Y., 

Sheet  Metal  Stamping. 


^be  Bt>miral 

THE  ONLY  LAMP  WHICH  BURNS 
EITHER  OIL  OR  GAS. 


...Made  by.. 
THE  ADMIRAL  LAnP  CO., 


riarysville,  Ohio. 


''D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

ABSOLUTELr  THE  BEST    Quad  and 
Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hang<;r  in  the  World. 
Park  City  Mfg.  Co.,  linc,  Chicago 


Sterling:  Continuous 

NON-WINDINQ. 

SinPLE,     COnPACT, 
DURABLE. 


EVERY  BELL  GUARANTEED. 


Ring^ing  Cliime. 

NON=REVOLV/NG. 

Clear,  Loud,  Penetrating 
Alarm. 


POR  SALE  BY  THE  WHOLESALE  HARDWARE  AND 
SPORTINQ  GOOD     DE>LE^.S, 


(  PATENT  PENDING.) 


N.     N.      HILL     BRASS     CO.,     Manfl^^arers 

EAST  HAMPTON,  CONN. 

SALESROOMS:    84>86  Chambers  St.,  NEW  YORK 
4B  Pearl  St.    BOSTON. 


.^seass^ 


The  Bicycling  World 

..„ ::. "A"-  ra,,,^ 


AND  MOTOCYCLE  REVIEW 

In  which  is  incorporated  "The  Wheel  and  Cycling  Trade  Review"  and  the^ 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  February  13,   1902. 


No.  20 


NO  NEW  YORK  SHOW 


Not  Even  a  Local  one  now  Possible — Causes 
That  led  to  the  Decision. 


It  is  now  safe  to  say  that  there  will  be  no 
cycle  show,  local  or  otherwise,  in  New  York 
this  season. 

The  newly  organized  Metropole  Cycling 
Club,  which  includes  nearly  all  of  the  more 
prominent  tradespeople  in  the  metropolitan 
district,  and  which  undertook  to  settle  the 
question,  has  decided  adversely  to  the  sug- 
gestion. 

The  decision  was  reached  at  a  special 
meeting  called  for  the  purpose  on  Thursday 
evening  last.  The  committee  which  had 
previously  been  appointed  to  canvass  the  lo- 
cal trade  reported  a  conflict  of  opinion  Some 
dealers  favored  a  show,  and  promised  to 
support  it;  others  favored  it,  but  would  not 
assure  support,  while  still  others  were  op- 
posed to  a  show  in  any  form.  These  con- 
flicting views,  coupled  with  the  belief  that, 
as  a  local  show  probably  would  be  held  in  a 
smaller  hall,  and  not  in  Madison  Square 
Garden  or  other  big  exhibition  building,  as 
heretofore,  decided  the  committee  to  report 
unfavorably.  They  feared  that  the  transi- 
tion from  a  large  hall  to  a  small  one  would 
create  false  and  undesirable  impressions  in 
the  public  mind.  The  club  itself  shared  this 
view,  and  the  committee's  recommendation 
was  accordingly  adopted. 

By  a  man  prominently  identified  with  pre- 
vious shows  it  is  stated  that  a  national  show 
would  have  been  held  this  season,  as  usual, 
but  for  a  difference  of  opinion  between  the 
management  of  Madison  Square  Garden  and 
certain  other  interested  people.  The  latter 
desired  that  the  show  include  stage  attrac- 
tions of  a  cycling  nature,  but  the  Garden 
management  woula  not  agree,  and  the 
project  fell  through. 


"  After  "  the  Flxeni. 

The  Buffalo  (N.  Y.)  Cycle  Specialty  Co.  are 
still  on  the  scent  of  infringers  of  their  Never- 
leak  tire  fluid  patents.  The  Fixem  Mfg.  Co., 
of  Pawtucket,  R.  I.,  is  the  latest  concern 
against  which  they  have  instituted  proceed- 
ings charging  infringement. 


Two  Qood  nen  lione. 

Francis  A.  Pratt,  for  many  years  president 
of  the  Pratt  &  Whitney  Co.,  of  Hartford, 
Conn.,  died  suddenly  of  apoplexy  on  the 
morning  of  January  10,  after  two  years  of 
failing  health.  He  was  born  in  Woodstock, 
Vt,  in  1827,  and  entered  the  machinists' 
trade  at  the  age  of  fifteen  years.  With 
Amos  Whitney,  in  1861,  Mr.  Pratt  founded 
the  firm  which  grew  into  the  great  manu- 
facturing concern  of  Pratt  &  Whitney,  whose 
machines  and  tools  have  been  so  extensively 
used  in  the  production  of  bicycles.  Two 
years  ago  he  retired  from  the  presidency. 

Mr.  Pratt  was  a  charter  member  of  the 
American  Society  of  Mechanical  Enginefers. 
His  widow,  one  daughter,  Mrs.  Carrie  L. 
Spaulding,  and  one  son,  Francis  C.  Pratt, 
secretary  of  the  company  which  took  over 
the  business  of  the  Pratt  &  Whitney  con- 
cern, survive  him.  ^        , 


John  B.  Varick,  the  head  of  the  John  B. 
Varick  Co.,  Manchester,  N.  H.,  who  are 
jobbers  in  both  hardware  and  cycles,  died 
on  Saturday  last.  He  was  aged  seventy 
years. 

O'Toole  and  Murphy  Cry  Quits. 

George  J.  O'Toole  and  Joseph  M.  Murphy, 
formerly  copartners  in  the  Hubbell  Bicycle 
Supply  Co.,  Toledo,  O.,  have  filed  a  petition 
in  bankruptcy  in  the  United  States  District 
Court.  They  schedule  no  personal  liabili- 
ties, and  the  petition  is  peculiar  in  that  it 
fails  to  give  the  amount  of  the  joint  debts, 
but  says  that  the  accounts  were  placed  in 
the  hands  of  Joseph  P.  Hanley,  and  that  he 
refuses  to  give  them  up.  They  hst  assets 
amounting  to  $542.75,  and  claim  exemptions 
amounting  to  $350. 


Protests  Against  Installment  Act. 

On  February  5  there  appeared  before  the 
General  Laws  Committee  of  the  New  York 
Assembly  at  Albany  a  large  delegation  of 
merchants  and  manufacturers,  from  New 
York,  Albany.  Buffalo  and  other-  cities,  to 
oppose  the  TJlmann  bill  licensing  instalment 
dealers.  George  N.  Pierce,  of  the  George 
N.  Pierce  Co.,  of  Buffalo,  said  he  saw  no 
reason  why  dealers  should  be  compelled  to 
pay  $1,000  for  the  privilege  of  selling  their 
goods. 


ERIE  WILL  BE  LOSER 


Pennsylvania  Rubber    Co.  to    Remove    to 
Jeannette— Big  Plant  Being  Made  Ready. 


The  Pennsylvania  Rubber  Co.  is  preparing 
to  literally  "spread  itself."  But  not  in  Its 
present  location,  Erie,  Pa. 

Jeannette,  in  that  State,  will  be  Its  habitat 
before  the  summer  will  have  spent  itself, 
and  the  removal  will  carry  with  it  an  en- 
largement of  plant  and  facilities  that  will 
make  the  company  one  of  the  largest  rub- 
ber working  concerns  in  thee  ountry,  the 
plant  at  Jeannette  covering  some  twenty 
acres.  When  completed  it  will  give  employ- 
ment to  more  than  one  thousand  hands. 

The  main  building  will  be  600x400  feet, 
and  will  cost  $100,000.  The  plans  are  al- 
ready drawn,  and  work  commenced  on  the 
new  site.  The  factory  will  be,  of  course, 
equipped  with  the  latest  and  most  improved 
machinery; 

Their  present  quarters,  the  Pennsylvania 
people  say,  do  not  begin  to  enable  them  to 
handle  their  business.  They  rate  it  a  mis- 
fortune that  they  did  not  move  last  year.  It 
is  expected  that  the  removal  will  occur 
previous  to  September  1  next.  The  capital 
of  the  company,  which  was  recently  in- 
creased from  $150,000  to  $750,000,  will  prob- 
ably be  made  a  round  million  before  that 
date. 

The  personnel  of  the  company  Is  as  fol- 
lows: Herbert  Du  Puy,  president;  F.  A. 
Wilcox,  vice-president  and  general  manager; 
H.  A.  Palmer,  secretary;  T.  B.  Palmer,  gen- 
eral superintendent;  C.  P.  U.  Kelly,  man- 
ager of  sales  department;  George  W.  Shive- 
ley,  watch  dog  of  the  treasury. 

The  Pennsylvania  people  are  making  a 
high  grade  as  well  as  a  medium  priced  qual- 
ity of  goods.  Their  removal  and  enlarge- 
ment, they  say,  will  cause  no  alteration  of 
the  policy.  They  do  not  mean  to  deal  with 
cheap  tires  or  cheap  productions  of  any  kind. 


Wyoma  Revises  Prices. 

The  Reading  (Pa.)  Automobile  &  Gear  Co. 
has  revised  the  lists  of  its  Wyomia  coaster 
brakes— the  "ones  that  have  neither  balls  nor 
fibre."  The  new  figures  are:  Universal,  $4; 
Detachable,  $3. 


500 


THE  BICYCLING  WORLD 


BASSETrS  SCALP  SAVED 

New    York    Surrenders  and   Averts  Bitter 

Fight— What  was   Done  by    L.   A.   W. 

Assembly— Howell  Chosen  President 


Ton-iugtou.  Conn..  Feb.  12.— Until  the  Na- 
tional Assembly  of  the  League  of  American 
Wheelmen  was  called  together  in  annual  ses- 
.siou  to-day  a  rare  tight  was  in  prospect. 
Xew  York  was  after  Secretary  Bassett's 
scalp,  and  Massachusetts  was  determined  to 
save  it.  It  is  not  wholly  a  secret  that  the 
delegates  of  both  divisions  had  held  meet- 
ings to  shape  the  best  plan  of  attack  and 
defence. 

But  a  few  days  since  the  New  Yorkers,  in 
(a-der  to  get  hold  of  the  secretaryship,  which 
they  were  anxious  to  remoA^e  to  New  York, 
baited  a  hook  with  the  presidency  and  diplo- 
matically dangled  it  before  Bassett.  Bas- 
sett,  however,  refused  to  nibble.  It  was  the 
secretaryship  or  nothing  for  him,  and  he  was 
resolutely  backed  up  by  his  Division.  It  is 
not  so  well  known,  but  it  is  nevertheless  a 
fact  that  the  Bay  State  men  were  so  exer- 
cised over  the  state  of  affairs  that  secession 
had  not  only  been  broached,  but  been  dis- 
cussed. 

When  the  warring  factions  reached  Tor- 
rington  last  night,  however,  oil  was  poured 
on  the  troubled  waters,  and  when  the  meet- 
ing convened  this  morning  peace  reigned. 
Bassett  had  saved  his  scalp  and  his  office, 
and  is  now  not  only  secretary  but  ti'easurer 
as  well,  to-day's  meeting  having  abolished 
the  office  of  treasm-er  and  consolidated  it 
with  that  of  secretary. 

To  celebrate  his  victory  and  as  evidence  of 
his  loyalty  and  good  will  toward  the  organ- 
ization, Secretary  Bassett  relieved  the  League 
of  a  debt  of  $1,200  whicli  is  owing  him. 

The  other  officers  elected  to-day  were  as 
follows:  President,  W.  A.  Howell,  Rockville, 
Conn.;  tiirst  vice-president,  Milo  M.  Belden, 
Jr.,  New  York;  second  vice-president,  H.  L. 
Perkins,  Providence,  R.  I.;  auditor,  Clarence 
AV.  Small,  Portland,  Me. 

,^s  far  as  attendance  went,  to-day's  meet- 
ing was  but  a  shadow  of  previous  assem- 
blies, but  twenty-seven  delegates,  represent- 
ing twelve  States,  being  present.  In  addition 
to  those  named  the  following  were  in  evi- 
dence: George  C.  Pennell,  W.  M.  Meserole, 
J.  F.  Clark,  J.  B., Thompson  and  C.  J.  Ober- 
mayer,  of  New  York;  George  A.  Perkins, 
Aaron  Wolfson,  J.  B.  Seward,  J.  C.  Kerrison, 
of  Massachusetts;  J.  C.  Tattersall  and  H.  W. 
Knight,  of  New  Jersey;  George  M.  Schell,  of 
Pennsylvania;  E.  H.  Wilkins,  O.  H.  Ham- 
mond and  W.  N.  Smith,  of  Connecticut,  and 
Charles  I.  Harrison,  of  District  of  Columbia. 
The  morning  session  was,  as  usual,  devoted 
to  the  reading  of  annual  reports.  It  cannot 
be  said  that  any  of  them  gave  cause  for  en- 
thusiasm. In  several  instances  the  efforts 
of  tfie  officers  and  committees  to  prove  that 


they   had   done   something  during  the   year 
were  amazing,  to  put  it  mildly. 

H.  S.  Earle,  the  Michigan  beauti^  who  has 
played  president  for  the  past  year,  mad,e  a 
valorous  defence  of  himself.  The  chief  points 
of  the  defence  seemed  to  be  the  number  of 
miles  he  had  traveled  since  he  had  been  an 
officeholder.  He  also  made  the  statement 
that  during  his  administration  the  League 
had  been  practically  freed  from  debt.  No 
one  chuckled,  not  even  Avhen  later  Secretary 
Bassett  reported  .|1,200  due  to  him  alone. 
The  membership  was  reported  as  10,529,  as 
against  24,328  at  this  time  last  year. 

Earle's  report  fairly  bristled  with  personal 
pronouns.  In  the  paragraph  of  twenty-six 
printed  lines  referring  to  the  so-called  "Good 
Roads  Train,"  they  appear  seventeen  times. 
In  sixteen  lines  dealing  with  the  lack  of  pub- 
licity which  the  League  has  been  obtaining, 
he  uses  twelve  of  them,  in  which  he  excuses 
himself  in  this  weak  fashion: 

"I  have  not  given  the  press  half  the  news 
that  I  should  have  did  they  place  it  in  the 
proper  department.  I  do  not  care  to  have 
mj^  name  appear  in  the  sporting  columns. 
I  have  no  associates  in  the  slugging  business 
and  I  am  willing  to  acknowledge  that  I  am 
not  even  'next'  to  any  race  horse's  chances, 
so  that  while  I  would  feel  honored  in  asso- 
ciating with  a  good,  upright  working  horse 
th^t  keeps  good  company  and  votes  and 
prays  for  good  roads  I  do  not  want  to  and  I 
won't  with  the  kind  that  goes  or  does  not  go 
which  way  is  best  for  its  owner  to  drive." 

He  described  the  League  as  having  "no 
respiration  or  no  temperature  or  pulse;  there 
is  a  slight  tremor  about  the  heart,  which  is 
headquarters." 

The  effort  to  remodel  and  put  new  life  into 
the  League  took  the  form  of  a  Massachu- 
setts proposition  that  the  division  system  of 
organization  be  abandoned,  and  the  con- 
sulate or  local  organization  plan  be  substi- 
tuted therefor.  Under  the  Massachusetts 
idea  the  national  oflBcers  would  be  in  control. 
New  York,  however,  stood  for  the  division 
idea,  and  after  much  discussion  the  motion 
was  permitted  to  die  by  being  laid  on  the 
table. 

The  delegates  were  entertained  at  dinner 
in  the  Torrington  City  Hall  in  the  evening. 
They  were  addressed  by  several  local  and 
State  officials. 


LEADING  EXPORTING  NATION 


United  States  Still  Holds  the  Premier  Posi- 
tion—Apparent Loss  Explained. 


The  Old  Guard  Eats. 

The  Boston  Bicycle  Club,  the  first  in  the 
country,  ate  its  twenty-fourth  annual  dinner 
on  Saturday  last.  "Papa"  Weston,  "Ned" 
Hodges,  "Billy"  Everett,  "Doc"  Kendall, 
"Joe"  Dean  and  nearly  all  of  the  genuine 
old  guard  were  there. 


Kelsey  Gathers  in  one  More. 

The  Kelsey  Co.,  Buffalo,  N.  Y.,  have  pur- 
chased the  entire  stock  and  good  will  of  the 
Buffalo  Cycle  Components  Co.,  of  that  city. 
This  is  the  third  jobbing  house  which  the 
Kelsey  people  have  absorbed  in  a  little  more 
than  one  year. 


While  bicycles  did  not  help  in  the  main- 
tenance, the  United  States  maintained  its 
position  as  the  leading  exporting  nation  in 
the  calendar  year  1901.  The  figures  of  the 
Treasury  Bureau  of  Statistics,  just  pub- 
lished, show  the  exports  of  each  of  the 
principal  countries  of  the  world  at  the  latest 
available  date,  and  clearly  indicate  that  the 
exports  of  the  United  States  were  during 
the  year  larger  than  those  of  any  other  na- 
tion. 

While  the  total  for  the  full  calendar  year 
is  only  shown  in  the  case  of  a  few  of  the 
more  important  nations,  the  monthly  aver- 
age for  the  portion  of  the  year  for  which 
figures  are  available  is  shown  in  the  case  of 
practically  every  country.  This  statement 
shows  that  the  average  monthly  exporta- 
tions  in  the  year  1901  were:  United  States, 
$119,840,33.3;  United  Kingdom,  $113,753,987; 
Germany,  $90,242,000;  France,  $66,929,329; 
Netherlands,  $56,790,923;  Austria-Hungary, 
$32,012,746,  and  Belgium,  $28,678,729. 

For  the  full  calendar  year  figures  of  the 
United  States  and  the  United  Kingdom  are 
available.  They  show:  United  States,  $1,- 
438,083,000;  United  Kingdom,  $1,365,047,843. 
The  exports  of  the  United  States  thus  ex- 
ceed by  nearly  seventy-five  millions  those  of 
the  United  Kingdom. 

Upon  the  face  the  exports  of  the  United 
States  seem  to  show  a  reduction  of  about 
$12,000,000,  but  this  is  due  to  the  fact  that 
the  shipments  to  the  Hawaiian  Islands  and 
Porto  Rico  were  in  1901  no  longer  classed  as 
exports  to  foreign  countries,  and  for  that 
reason  the  export  figures  on  their  face  show 
a  slight  reduction,  while  in  fact,  if  the  figures 
of  shipments  to  the  islands  were  included, 
they  would  show  an  increase. 

The  figures  of  the  United  Kingdom  are,  for 
1901,  $1,365,047,843,  and  for  1900,  $1,417,- 
085,849,  a  decrease  of  about  $52,000,000. 
Germany,  for  the  nine  months  ending  with 
September,  the  latest  available  figures, 
shows  an  increase  of  $4,000,000  in  exports, 
in  the  eleven  months  ending  with  November 
France  shows  an  inci-ease  of  $18,000,000, 
Belgium  a  decrease  of  $7,000,000  and  Austria- 
Hungary  a  decrease  of  $9,000,000. 

On  the  import  side  the  United  States  stands 
fourth  in  the  list  of  nations,  the  imports  for 
the  calendar  year  averaging  $73,368,421  a 
month,  against  $211,789,669  for  the  United 
Kingdom,  $111,646,000  for  Germany,  $75,- 
483,423  for  France,  $65,922,642  for  Nether- 
lands, $34,942,018  for  Belgium  and  $28,600,- 
569  for  Austria-Hungary.  It  is  proper  to 
add  that  the  Netherlands  figures  are  for  the 
year  1900,  no  statements  of  the  commerce 
in  1901  being  yet  available. 


jmmmmi 


THE  BICYCLING  WORLD 


501 


THE  TOURIST'S  BICYCLE 


To  Discover  it,  the  French  Touring  Club 
Undertakes  a  Novel  Contest. 


Followiug  its  exhaustive  public  test  of 
coaster  bralies  last  fall,  the  Touriug  Club  of 
France  has  set  itself  a  still  taller  task,  that 
of  a  competition  designed  to  discover  or  de- 
velop the  bicycle  best  adapted  to  the  tourist. 
The  event  will  occur  August  17  next;  it  will 
be  open  only  to  French  manufactiu-ers  or 
foreign  manufacturers  having  representa- 
tives in  France. 

The  course  which, has  been  chosen  lies  in 
the  Pyrenees;  the  conditions  will  be  very  se- 
vere, the  ground  to  be  ridden  over  compris- 
ing about  225  kilometres  (about  135  miles), 
including  3,700  metres  of  hills  to  climb,  with- 
in a  time  limit  of  15  or  16  hours.  As  the 
finishing  point  is  to  be  the  same  as  the  start- 
ing point,  there  will  be  as  many  hills  to  de- 
scend as  to  ascend,  which  will  allow  of  a  con- 
siderable use  of  coaster  brakes. 

The  qualities  required  of  the  bicycles  will 
be: 

Safety  and  minimum  of  fatigue  on  down 

gradients. 
Diminished  exertion  uphill. 
Pneumatic    tires,    durable,    comfortable, 
and  airtight,  easy  to  inflate,  to  take 
off  the  rim,  and  to  repair. 
Sure,   simple  and  speedy   adjustment  of 
.  the   different  parts   of   the   machine 
(bearings,    chain    adjustment,    brake, 
etc.). 
Possibility  of  carrying  luggage  on  differ- 
ent places  on  the  machine,   without 
being  hampered  by  brakes,  actuating 
rods,  etc. 
Facility  for  the  tourist  obtaining  what- 
ever gearing  he  may  wish,  without 
causing  the  conditions   of  construc- 
tion of  the  macliine  to  cease  to  be 
rational. 
Easy  lubrication,  either  by  oil,  or  by  con- 
sistent lubricant. 
Collection  of  tools  in  small  bulk,  yet  suf- 
ficient for  practical  purposes. 
Total  weight  of  the  machine  not  to  be 
excessive. 
The  contest  will  include:  (1)  A  preliminary 
examination  of  the  machine  presented.     (2) 
Road  test  with  the  object  of  ascertaining  the 
good  working  power  and  the  reliability  of  all 
the  parts  of  the  machine.     (3)  A  technical  ex- 
amination, with  perhaps  trials. 

Entries,  up  to  July  1,  1902,  will  be  accepted 
at  20  francs  each;  from  July  1  to  August  1, 
40  francs  each. 

Each  maker  will  be  entitled  to  enter  one, 
two  or  three  machines,  not  more.  Entries  to 
be  accompanied  by  a  detailed  description  of 
the  machines,  with  sketch  and  declaration 
showing  special  advantages  claimed  for 
them.  Each  machine  must  have  (1)  at  least 
one  good  brake;  (2)  one  cyclorn  (bells  not  ac- 
cepted; (3)  tool  bag,  inflater,  etc. 


Copeland  Scores  a  Point. 

ly  the  interference  case  of  Robinson  vs. 
Copeland,  involving  the  coaster  brake  cov- 
ered by  Robinson  application  No.  65,913,  of 
June  25.  1901,  the  Commissioner  of  Patents 
has  ruled  in  favor  of  Copeland  on  one  and 
the  usual  feature  of  the  case.  In  his  de- 
cision he  says: 

"It  appears  from  the  record  that  the  pe- 
titioner is  a  party  to  an  interference  in  the 
case  of  Robinson  vs.  Copeland,  and  that  his 
application  involved  in  this  interference  is 
for  the  same  subject  matter  as  that  now 
under  consideration.  The  present  applica- 
tion contains  claims  covering  the  same  mat- 
ter as  the  issue  of  the  interference  somewhat 
more  generically,  and  are  of  such  character 
that  they  may  be  made  by  the  other  party 
to  said  interference. 

"In  the  interference  testimony  has  been 
taken  by  both  parties,  and  a  day  for  final 
hearing  has  been  set.  Under  these  circum- 
stances a  request  by  the  primary  examiner 
for  jurisdiction,  in  order  that  he  might  sug- 
gest the  claims  of  the  present  application  to 
the  party  Copeland,  was  denied  December  6, 
1901,  for  the  reason  that  the  question  as  to 
who  should  have  these  claims  might  be  set- 
tled by  the  decision  in  the  pending  interfer- 
ence. It  appears,  however,  upon  oral  state- 
ment by  the  examiner,  that  this  qviestion  can- 
not be  so  settled,  but  that  a  new  interference 
will  be  necessary  for  this  purpose  should 
Copeland  choose  to  make  the  claims.  Under 
these  circumstances  it  appears  that  there 
will  be  less  delay  if  the  claims  are  suggested 
to  Copeland  without  awaiting  the  outcome  of 
the  present  interference.  Should  he  choose 
to  make  them,  a  new  interference  will  be  de- 
clared with  these  claims  as  the  issue  thereof, 
allowing  the  present  interference  to  proceed 
to  final  hearing  and  decision. 

"An  order  will  be  issued,  therefore,  that  the 
examiner  assume  jurisdiction  of  Copeland's 
application  now  involved  in  the  interference 
Robinson  vs.  Copeland  for  the  purpose  of 
suggesting  to  Copeland  such  of  the  claims  in 
Robinson's  present  application  as  may  prop- 
erly be  made  therein. 

"To  the  extent  above  indicated  the  petition 
is  granted." 


QUADRI-CENTENNIAL  PLANNED 

Elaborate  Celebration  of  the  Bicycle's  "Sil- 
ver Anniversary  "  in  View. 


Will  Remove  to  Frankfort. 

The  Erie  Cycle  and  Motor  Carriage  Co.,  of 
Anderson,  Ind.,  has  sold  its  factory  property 
to  the  Anderson  Tool  Co.,  the  consideration 
being  $5,200.  The  Erie  company  is  moving 
to  Frankfort,  Ind.  The  plant  was  originally 
put  up  for  J.  B.  Lott  as  a  bicycle  manufact- 
uring plant,  who  moved  to  Anderson  from 
Morrow,  O.,  eight  years  ago. 


British  Jobbers  Have  Grievances,  too. 

Like  their  American  counterparts,  the 
English  jobbers  have  troubles  and  have  just 
formed  an  organization  to  see  that  they  are 
rectified.  Abroad,  as  here,  the  principal 
grievance  appears  to  be  the  tendency  of 
manufacturers  to  quote  jobbing  figures  with 
little  or  no  discrimination. 


If  all  goes  well,  the  beginning  of  the  Amer- 
ican bicycle  will  be  celebrated  this  spring  on 
a  gigantic  scale  that  cannot  well  fail  to  at- 
tract and  arouse  the  public  interest  and  en- 
thusiasm. 

The  fact  that  it  is  just  twenty-five  years 
since  the  first  bicycle  was  manufactured  fn 
this  country  supplies  the  opportunity,  and  it 
is  the  Metropole  Cycling  Club,  of  this  city, 
that  means  to  make  the  most  of  it. 

Resolutions  favoring  a  celebration  of  the 
sort  have  been  passed  by  the  executive  com- 
mittee of  that  organization,  and  will  come 
before  the  club  to-night  for  ratification. 
There  is  small  doubt  that  favorable  ac- 
tion will  be  taken. 

The  resolution  suggests  that  the  celebra- 
tion be  styled  "The  Quadri-Centennial  of  the 
Introduction  of  American  Bicycles,"  and 
recommends  May  15  as  the  date.  The  idea 
embraces  a  lantern  parade  and  carnival  on 
an  elaborate  plan,  and  one  not  merely  local 
in  scope.  It  is  hoped  that  not  merely  indi- 
viduals and  clubs  will  be  interested,  but  that 
the  trade  itself  will  take  an  active  interest 
and  be  represented  by  one  or  more  decorated 
floats  commemorative  of  the  occasion. 


One  Traveler's  Inspiring  Tale. 

"I  never  know  how  much  I  miss  The  Bi- 
cycling World  until  I  have  to  do  without  it; 
will  you  please  send  me  the  last  two  issues?" 
writes  J.  J.  Kelleher,  who  has  a  store  of  his 
own  in  Salem,  Mass.,  but  who  is  spending 
the  dull  months  travelling  in  the  interests  of 
the  Orient  bicycle.  "Although  I  started 
late,"  he  adds,  "I  have  not  yet  failed  to 
close  in  a  single  town  I  have  visited.  Be- 
fore I  open  my  sample  trunks  the  dealers 
all  tell  me  they  have  "fixed  up"  for  the  sea- 
son, but  after  they  see  the  Orients  them- 
selves they  decide  they  have  room  for  one 
more  line,  and  when  they  get  that  line  on 
the  floor  it  means  duplicate  orders.  This  is 
not  an  idle  boast;  it  is  gospel  truth.  The 
change  in  the  policy  and  management  of 
the  Waltham  Mfg.  Co.  is  known  wherever  I 
go,  and  that  it  is  making  itself  felt  our 
orders  attest.  The  business  in  some  bicycles 
may  be  dead,  but  the  Orient  is  not  one  of 
them;  it  is  one  of  the  liveliest  toads  in  the 
puddle." 


Monnier  fllnus  Man  and  Money. 

The  Monnier  Cycle  Supply  Co.,  68  East 
Congress  street,  Detroit,  Mich.,  is  minus 
a  confidential  man  in  the  person  of  H.  L. 
Grosvenor.  C.  S.  Monnier,  the  proprietor  of 
the  company,  claims  he  is  out  from  $1,000  to 
$2,000,  which  has  been  taken  from  his  till 
without  his  knowledge  or  consent  during  the 
last  three  years. 


UMlH 


502 


THE  BICYCUNG  WORLD 


IT   WAS   A    NATIONAL    CHAINLESS    THAT    PAYNE    RODE 


MODEL  50  NATIONAL  CHAINLESS. 


Mew  fori 


/J^/fO        Y 


dIIIMI 


Tley  are  better  tlai  ever  fcr  190^ 


beating  the  record 
over  an  hour. 


NATIONAL  CYCLE  MFQ    COMPANY, 

BAY  CITY,  MICHiaAN. 


4 


FISK  TIRES 

The  vital  point  in  equipment  wliether  a  Bicycle  or 
Automobile  is  the  tire. 

FISK  TIRES  have  been  tried  and  tested,  you  can 
make  no  mistake  in  specifying  them  on  your  machines. 


FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 


BOSTON,  SPRINQPIELD,  NEW  YORK,  PHILADELPHIA, 

604  Atlantic  Ave.  40  Dwiffht  St.  83  Chambers  St.  916  Arch  St. 


SYRACUSE, 

423  So.  Clinton  St. 


1 


^ 
^ 
1 
^ 


BUFFALO,  DETROIT,  CHICAOO,  SAN  FRANCISCO, 

28  W.  Qenesce  St.  252  Jeffcraon  Ave.  54  State  St.  114  Second  St. 


liMl 


■» 


THE  BICYCLING  WORLD 


$03 


FOUNDED^ 

In  which  is  Incorporated 
.ne  Wheel"  and  the  "American  Cyclist.' 


Published  Every  Thursday 

By 

THE  GOOOMftN   eOMPaNY, 

133-125  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


Subscription,  Per  Annum  [Postage  Paid]  $2.00 
Sing:le  Copies  [Postage  Paid]  ...  10  Cents 
Foreign  Subscription $3.00 

Invariably  in  Advance. 

Postage  stamps  will  be  accepted  in  payment  for  subscripiions, 
but  7U>t  for  advertisements.  Checks.  Drafts  and  Money  Orders 
should  be  made  payable  to  The  Goodman  Company. 


Entered   as   second-class   matter   at   the   New  York,  N.  Y., 
Post  Office,  September,  1900. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

B^T"  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

B^^  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 

Nkw  York,  February  13,  igo2. 

The  Situation  and  the  Outlook. 

Now  that  the  traveling  salesman  has  prac- 
tically completed  his  work  for  the  season, 
and  with  the  retail  selling  season  in  sight,  it 
is  possible  to  fully  confirm  our  earlier  fore- 
casts. All  thoughts  are  now  of  the  weather. 
With ,  an  early  and  favorable  Spring,  the 
trade  is  almost  certain  to  experience  a  dis- 
tinct fillip  and  the  best  business  in  three 
years  accrue. 

Correspondents,  traveling  salesmen  and 
manufacturers,  not  only  of  bicycles,  but  of 
tires  and  accessories,  all  report  and  agree 
that  not  in  late  years  were  orders  more  sat- 
isfactory or  reflective  of  renewed  interest 
and  hopefulness  on  the  part  of  the  retail 
trade.  While  the  large  orders  of  the  pre- 
vious years  are  no  longer  the  rule,  those 
booked  are  substantial  in  volume  and  prices 
average  better.  If  the  cheap  bicycle  has  not 
been  given  its  death  blow,  it  has  at  least  re- 
ceived a  vicious  uppercut  and  is  no  longer 
the  factor  it  once  was.  The  demand  is  run- 
ning; strong  for  high  grade  goods  and  goods 


with  reputations  that  have  been  maintained 
and  are  being  kept  in  the  limelight.  In  fact, 
as  we  remarked  on  previous  occasions,  the 
call  is  so  strongly  for  goods  with  established 
names  that  the  amusing  feature  of  the  situ- 
ation has  been  the  eleventh  hour  awakening 
and  conversion  of  those  in  the  trade  who 
heretofore  have  laughed  the  agent  and  small 
buyer  to  scorn;  their  efforts  to  "get  a  reputa- 
tion" is  really  one  of  the  most  significant 
signs  of  the  times. 

Competition  in  tires  and  coaster  brakes  has 
been  particularly  keen,  so  keen  that  there 
exists  a  widespread  impression  that  prices 
are  likely  to  break  at  any  time.  Our  inquiry 
convinces  us,  however,  that  the  belief  is 
founded  on  unsubstantiated  premises.  The 
original  flurry  in  coaster  brake  quotations 
accomplished  its  purposes,  and  we  think  that 
all  concerned  thoroughly  appreciate  that 
with  the  immensity  of  the  market  and  possi- 
ble demand  they  would  be  simply  throwing 
money  to  the  winds  by  again  paring  prices, 
as  indeed  would  be  the  case. 

In  several  directions  factory  operations 
have  been  hindered,  if  not  retarded,  by  in- 
ability to  obtain  prompt  deliveries  of  steel, 
but  the  delay  is  not  of  a  serious  character 
and  will  scarce  prove  a  factor  in  the  retail 
end  of  the  business. 

The  demand  is  marked  by  some  curious 
contradictions.  Thus  we  have  had  two  prom- 
inent Eastern  manufacturers  declare  that 
the  heaviest  orders  for  their  bicycles  are  from 
the  West,  the  East  appearing  backward.  On 
the  other  hand,  we  have  had  two  Western 
makers  report  an  exactly  reversed  state  of 
affairs.  All  agree,  however,  that  the  Paciflc 
Coast  promises  to  sustain  its  reputation,  and 
to  do  better  even  than  has  been  the  case  for 
three  years  past,  when  it  proved  the  most 
profitable  section  in  the  country.  Last  sea- 
son the  Coast  did  not  escape  the  bad  weather 
that  played  hob  with  the  trade  in  all  direc- 
tions, and  the  volume  of  business  done 
despite  the  rain  is  evidence  of  what  clear 
skies  will  accomplish  this  year.  The  trade 
there  is  already  in  full  swing  and  is  of  a 
nature  that  inspired  one  manufacturer  to 
describe  it  as  "bully,"  in  response  to  om-  in- 
quiry. 


About  Motor  Bicycle  Catalog*. 

Than  the  motor  bicycle  there  was  never  a 
bicycle  that  afforded  more  room  for  facinat- 
ing  word  description  and  word  painting. 

The  manner  in  which  it  routs  hills,  head- 
winds and  perspiration,  affords  outdoor  ex- 
ercise when  exercise  is  wanted,  or  at  will 


enables  one  to  skim  over  earth  at  any  pace 
with  little  effort  or  no  effort,  that  places  all 
men  on  an  equality,  whether  they  are  weak 
or  strong  or  have  weak  hearts,  weak  lungs 
or  weak  legs,  and  that  brings  within  eas5' 
reach  scenes  and  people  previously  denied 
them— all  this  and  more  supplies  rich  ma- 
terial for  the  ready  pen,  for  word  paintings 
that  would  arouse  the  interest,  excite  pleas- 
urable imaginings  and  compel  the  attention 
and  inquiry  of  practically  every  person  who 
chanced  to  peruse  them. 

It  will  be  well  for  those  whose  interests 
are  bound  up  in  motor  bicycles  to  bear  the 
fact  in  mind.  To  assume  that  every  one 
knows  all  about  them  or  about  their  ad- 
vantages is  to  fool  one's  self.  Some  of  the 
catalogues  that  have  reached  us  appear  to 
have  been  compiled  with  this  false  Idea  in 
mind,  and  are  sadly  deficient  in  the  attrac- 
tiveness of  wording  and  the  fascination  of 
description  that  is  so  easily  possible,  and 
that  so  "catches"  the  public  and  creates 
sales.  The  catalogs  in  question  will  but  half 
fill  their  missions,  and  more's  the  pity. 


How  the  Dog  Gets  a  Bad  Name. 

We  have  before  remarked  the  manner  in 
which  the  cycle  trade  is  injured  by  the  prac- 
tice of  dealers  reciting  their  woes  to  custoDp- 
ers,  newspaper  men  and  whoever  else  hap- 
pens into  their  stores. 

An  excellent  instance  of  the  sort  is  supplied 
by  a  recent  issue  of  the  Portsmouth  (N.  H.) 
Chronicle.  It  comes  to  hand  with  the  big 
scare  head,  "On  the  Wane — Bicycles  Losing 
Their  Hold  on  Popular  Favor— Same  Story 
Comes  from  All  Parts  of  the  Country." 

The  heading  is  followed  by  a  column  story 
which  relates  that  "in  a  talk  with  the  local 
bicycle  dealers,  the  fact  was  made  known 
that  the  bicycle  is  on  the  wane.  This  does 
not  only  apply  locally,  but  exists  all  over  the 
country.  Big  factories  are  closed,  concerns 
are  going  out  of  business  every  month,  and 
the  horse  is  once  more  being  reinstated  into 
general  use  for  pleasure,  along  with  the 
motor  carriages,  which  are  fast  gaining  a 
popular  hold  with  the  more  moneyed 
classes." 

As  is  always  the  case,  present  conditions 
are  compared  with  those  that  existed  during 
the  boom  and,  of  course,  the  present  is  made 
odious  by  the  comparison,  although  the  ar- 
ticle in  question  qualifies  the  assertion  made 
by  the  heading  and  admits  that  "many  bi- 
cycles are  still  being  ridden,"  etc. 

When  dealers  and  others  in  the  trade  speak 
ill  of  the  business  in  which  they  are  engaged, 


504 


THE  BICYCLING  WORLD 


It  is  not  strange  that  press  and  public  as- 
similate and  spread  the  gloom.  Not  in  sev- 
eral years  was  there  a  time  when  business 
promised  better,  and  if  those  who  remain  in 
the  trade  will  but  employ  some  one  to  open 
their  skulls  and  to  hammer  home  the  fact 
that  the  "bicycle  boom"  was  abnormal  and 
one  such  as  no  other  industry  enjoyed,  and 
that,  therefore,  it  is  an  unfair  and  unreason- 
able basis  for  comparison,  they  will  do  them- 
selves and  their  business  a  service.  If  they 
will  but  accept  the  doctrine  and  spread  the 
idea  when  they  find  it  necessary  to  say  any- 
thing to  customers  or  reporters  they  will  help 
turn  public  opinion  in  the  channel  in  which 
it  should  be  turned  and  so  mould  it  that 
sales,  not  loss  of  sales,  result. 

The  bicycle  business  has  suffered  as  much 
from  the  thoughtless  and  ill  advised  talk  of 
those  engaged  in  it  as  from  any  other  one 
cause. 


Things  That  Affect  Customers. 

It  is  a  question  if  many  dealers  do  not 
only  lose  customers,  but  have  customers  lose 
their  desire  to  ride  from  incorrect  positions 
of  saddles  and  handlebars.  Simple  the  mat- 
ter may  be,  this  one  of  position,  but  prob- 
ably overlooked  from  its  very  simplicity. 
,  The  fact  cannot  be  disputed  that  a  large 
proportion  of  riders  are  not  "as  comfortable 
as  they  might  be  in  the  use  of  their  bicycles 
-merely  because  of  neglect  as  to  the  position 
of  their  saddles  and  handlebars.  It  is  true 
that  many  riders  think  they  know  all  about 
the  matter  and  cannot  be  taught  even  one 
lesson.  This  will  make  the  path  of  the  icon- 
oclastic dealer  anything  but  a  rosy  one  and 
will  call  for  his  utmost  ability  as  a  diplomat. 
The  possible  results,  however,  are  worthy  of 
his  best  efforts,  and  the  rewards  from  satis- 
fied customers  will  be  augmented  by  the  fact 
that  many  of  his  customers  will  be  willing 
scholars. 


Taking  Qood  Names  in  Vain. 

In  a  letter  mailed  to  the  gullible  who  apply 
for  copies  of  their  1902  catalogue,  one  of  the 
mail  order  houses  calls  special  attention  to 
a  bargain  counter  bicycle,  which,  it  asserts 
without  equivocation  and  in  exact  language, 
is  "fully  equal  in  every  respect  to  the  well 
known  makes,  such  as  Columbia,  Cleveland, 
Rambler,  etc.,  which  se:ll  for  $40  and  $50." 
Instances  of  the  sort  suggest  that  there  must 
be  some  redress  for  such  palpable  attempts 
to  trade  on  others'  reputations,  and  that  those 
affected  should  not  suffer  their  names  to  be 
thus  "taken  in  vain"  without  vigorous  pro- 
test of  some  sort.  If  a  good  name  is  worth 
anything  it  is  worth  protecting. 


To  Guard  Motor  Bicycle  Racing. 

Those  interested  in  the  future  of  motor  bi- 
cycle racing  in  competition  should  take  warn- 
ing from  the  experiences  in  England  with 
motor  tricycle  racing.  This  form  of  speed 
contest  promised  much  in  the  way  of  enter- 
tainment and  keen  interest,  but  it  has  been 
killed  by  accepting  entries  from  users  of 
abnormally  high  powered  specially  built  ma- 
chines. Motor  bicycle  racing  (in  contradis- 
tinction from  pacing)  will  furnish  a  decided 
addition  to  the  programme  of  any  race  meet, 
but  if  warning  is  not  talcen,  as  suggested, 
-the  sport  may  be  killed  before  it  is  fairly 
started. 

Editor  The  Bicycling  World. 

It  is  with  great  pleasure  that  I  send  you 
herewith  $3  to  renew  my  subscription 
for  yoiu-  valued  and  liighly  instructive  jour- 
nal. Please  send  the  paper  again  regularly. 
I  cannot  be  without  it,  as  it  is  always  full 
of  trade  information  that  keeps  me  well  in- 
formed about  the  bicycle  and  motocycle  in- 
dustry of  the  glorious  America.  By  care- 
ful study  of  The  Bicycling  World  it  has  not 
been  necessary  for  me  to  visit  the  States 
to  make  my  purchases  of  bicycles,  etc.  I 
consired  that  your  paper  has  saved  me  that 
time  and  expense,  as  you  may  be  pleased  to 
learn.  I  may  add  that  I  am  the  only  one  in 
Holland  now  pushing  American  bicycles  ex- 
clusively, and  with  splendid  success,  year 
after  year.  Except  that  I  have  had  some 
trouble,  principally  with  the  enamelling  of 
certain  wheels,  I  am  more  tlian  satisfied  of 
their  superior  quality,  which  has  established 
for  me  a  strong  reputation  all  over  Holland; 
as  a  result  I  am  advertising  them  this  year 
on  a  much  larger  scale  than  any  house  ever 
has  done. 

KLAAS  BAYING,  Zwolle,  Holland. 

Beware,  the  Cheap  Motor. 

If  you  value  your  time  and  money,  and 
would  retain  your  faith  and  enthusiasm, 
steer  clear  of  the  cheap  motor.  Of  all  the 
cheap  things  ever  offered  nothing  is  cheaper. 

The  people  who  fancied  they  could  build 
motors,  only  to  find  that  their  motors  would 
not  "mote,"  are  numerous,  but  with  small 
conscience,  they  are  now  trying  to  unload 
them  at  cut  prices  or  as  "premiums"  on  the 
ignorant  or  unsuspecting  buyers,  who  are 
usually  caught  by  such  chaff. 

At  this  time  cut  price  or  the  "unusual 
offer"  is  in  itself  ground  for  suspicion.  They 
carry  expense,  disappointment  and  disgust 
in  their  train.     Be  on  your  guard! 


cycle,"  "the  passing  of  the  fad,"  etc.,  it  is 
more  than  pleasurable  to  find  one  gifted  at 
once  with  such  insight  and  such  eloquence 
who  can  give  expression  to  such  expression  of 
the  uses  and  far  reaching  influences  of  the 
bicycle  as  that  published  by  The  Brooklyn 
(N.  Y.)  Eagle  and  reprinted  in  another  col- 
umn. It  is  an  editorial  full  of  simple  truth 
and  just  recognition,  but  the  fact  does  not 
detract  from  its  merits  and  value.  It  de- 
serves the  perusal  of  all  interested  in  bi- 
cycles, and  whoever  has  influence  with  local 
editors  should  urge  its  reproduction.  Its 
general  circulation  will  aid  in  doing  what  it 
urges  and  in  what  all  in  the  cycle  trade  are 
or  should  be  concerned  in  doing,  i.  e.,  in  re- 
storing the  interest  in  the  bicycle. 


Removing  its  Mask. 

In  their  efforts  to  "hang  on"  to  the  cycle 
trade's  dollars  some  of  the  erstwhile  cycling 
publications  that  stampeded  to  the  automo- 
bile industry  and  are  "shooing"  cycle  deal- 
ers in  that  direction  are  having  a  time  of  it 
in  proving  their  consistency  and  their  "af- 
fection" for  both  loves.  But  it  is  surely  a 
slip  of  an  editorial  cog  when  one  of  these 
papers  prints  a  testimonial  which  lauds  it  as 
"the  best  automobile  periodical,"  and  thinks 
it  deserving  of  the  gratitude  of  the  automo- 
bile industry  for  its  efforts  in  the  interest  of 
that  trade.  The  testimonial  should  help 
open  the  eyes  of  the  cycle  trade.  It  simply 
adds  confirmation  to  what  we  have  several 
times  stated — that  these  journalistic  back- 
sliders have  simply  made  the  cycle  trade  a 
recruiting  ground  for  the  automobile  indus- 
try and  seiwed  thereby  to  weaken  the  cycling 
interests. 


When  the  rush  of  deliveries  comes  on  man- 
ufacturers should  pay  particular  attention  to 
the  methods  of  the  assembling  room.  It  too 
often  happens  that  bicycles  are  sent  out  with 
poor  adjustments  and  loose  nuts.  Received 
in  this  condition  it  devolves  upon  the  agents 
to  put  them  in  condition  before  delivering 
to  the  piu-chaser.  In  the  hurry  and  excite- 
ment of  clamoring  customers  the  agent  can- 
not always  give  the  .time  he  would  like,  no 
matter  how  well  disposed. 


Simple  Truth  Eloquently  Expressed. 

At  a  time  when  most  of  the  gentlemen  in 
editorial  and  repertorial  capacities  are  given 
to   writing  glibly  of  the   "wane  of  the  bi- 


According  to  a  British  authority,  "foot- 
rests  are  now  a  drug  on  the  market,"  while 
the  dearly  beloved  mud  guard  is  passing 
into  a  decline.  Of  a  count  of  forty-seven 
bicycles,  but  six  were  fitted  with  guards. 
The  "American  invasion"  has  evidently  left 
its  impress. 


THE  BICYCLING  WORLD 


505 


Write    for 
Handsome 
New 
(Catalogue 


ORIENT 


BieveLES 


MOTOR  eveLES 

and  HUTOM0BILES 


WHLTHHM    MaNUFHeTURING    eOMPHNY 
WaLTHflM,    MaSSaeHCSETTS 


I 


S 


There  Was  Never 


Any  Question  About  the  Leadership 


of  the 


AUTO=BI 

and  the  1902  model 

will  simply  serve  to  accentuate 

its  right  to  lead. 


IT  HAS  ALL  THE  QUALITffiS  TO  GO  TO  MAKE 
A  LEADER. 


'-^ 


t^'5'^i 
"^p- 

1-'^ 
^ 


No  man  interested  In  motor  bicycles  and  who  consults  his  own  interests  can  afford  to  <<take  on"  any  other 

agency  while  the  Auto-Bi  is  within  his  reach. 


BUFFALO  AUTOMOBILE  &  AUTO-BI  CO.,  Buffalo,  N.  Y. 


H^i__^^b 


506 


THE  BICYCLING  WORLD 


BROOKLYN'S  EULOGY 


Eloquent  and  Keen-Sighted  Glorification  of 
the  Bicycle  and  its  Works. 


Reports  come  from  various  parts  of  the 
country  of  the  deterioration  of  roads.  This 
is  sad  news,  says  The  Brooklyn  (N.  Y.)  Eagle 
in  an  editorial  that  deserves  reproduction  in 
every  newspaper  in  America.  It  means  not 
merely  a  lessened  public  convenience,  but  a 
lapse  in  civilization. 

Where  bad  roads  abound  there  is  less  of 
the  activity  which  good  ones  encourage. 
Farmers,  for  instance,  cannot  and  will  not 
haul  over  bogs  and  sand  strips  the  same 
loads  that  they  easily  talie  to  market  over 
macadam  pavements,  and  not  being  able  to 
get  to  market  they  raise  less.  Doing  less 
work,  they  fall  into  shiftless  ways,  lose  men- 
tal and  moral  tone,  suffer  their  places  to  fall 
into  disrepair,  lack  public  spirit,  and  their 
schools  will  not  prosper  because  of  the  diffi- 
culty of  getting  to  them. 

If  this  seems  like  straining  a  point,  it  is 
only  necessary  to  compare  a  region  of  bad 
roads  with  a  country  of  good  ones,  and  the 
difference  in  the  people  of  the  two  districts 
will  be  obvious  enough.  Where  the  roads 
are  discouragements  to  travel,  society  is  dull, 
people  are  dull,  enterprise  flags,  outdoor 
work  and  sport  is  hindered  and  markets  are 
restricted ;  hence  industries  are  small,  attend- 
ance at  schools,  churches,  meetings,  amuse- 
ments, elections,  all  public  functions  suffer, 
live  stock  is  overdriven,  vehicles  break  down, 
clothing  and  tempers  are  spoiled  and  stran- 
gers are  kept  out  of  the  country. 

The  neglect  of  roads  that  were  recently 
good,  and  that,  with  a  little  expenditure  of 
money,  work  and  sense  might  be  kept  so  for- 
ever, is,  without  a  doubt,  a  consequence  of 
the  disuse  of  the  bicycle.  Whatever  may  be 
said  of  that  vehicle,  its  value  in  extending 
well  paved  streets  and  well  laid  roads  is  un- 
questioned. So  long  as  a  million  of  wheels 
were  in  use  there  was  a  common  demand  for 
roads  on  which  one  could  ride  them.  With 
pleasure  riding  came  collateral  advantages, 
The  country  inns,  road  houses  and  stores 
were  better  kept  than  ever  before;  work  was 
found  for  mechanics  at  repair  shops;  the 
farmers  had  a  more  active  demand  for  their 
products,  in  view  of  the  increased  business 
of  provincial  hotels  and  restaurants;  real 
estate  values  even  were  favorably  affected. 

But  the  riding  of  bicycles  for  pleasure  has 
almost  ceased.  It  is  too  bad.  Our  well  made 
paths  and  wheelways,  which  four  or  five 
years  ago  we.'e  gay  with  a  whirling  throng, 
which  at  night  sparkled  with  moving  lights, 
which  were  lined  with  inns  whence  came 
cheerful  sounds  of  music  and  merrymaking, 
are  scenes  of  melancholy,  the  occasional  and 
lonely  rider  emphasizing  their  deserted  as- 
pect. The  road  houses  are  closed  and  falling 
into  decay,  weeds  springing  about  their  little 
lawns  and  gardens,  or  snow  drifting  over 


their  once  populous  verandas.  The  wheel 
has  by  no  means  declined  from  usefulness, 
and  it  seems  impossible  that  so  perfect  a 
mechanism  as  the  bicycle  should  pass  from 
general  use  and  be  relegated  to  the  forgot- 
ten. 

With  the  improvement  in  roads  which  has 
been  promised  by  many  legislatures,  and 
which  is  contemplated  on  a  grand  scale  in 
this  State,  it  may  be  that  thousands  whose 
wheels  are  in  storage  will  go  into  the  open 
again,  freshen  their  color,  strengthen  their 
muscles,  brighten  their  eyes,  improve  their 
appetites,  gain  a  wider  knowledge  of  local 
geography,  find  delight  in  discovering  scenes 
of  beauty,  and  infuse  a  needed  life  into  dull 
and  impoverished  sections.  It  is  a  noble  in- 
vention is  the  bicycle.  There  is  no  physical 
delight  more  exhilarating  than  that  of  float- 
ing over  a  smooth  road  on  a  spring  morn- 
ing, when  birds  are  mating  and  wild  flow- 
ers opening  along  the  way.  It  is  a  delight 
that  should  be  known  to  the  people  of  the 
towns  with  their  thin  blood,  starved  lungs 
and  eyes  hungry  for  green  earth  and  blue 
sky. 

It  may  be  that  bicyles  are  made  too  cheap- 
ly nowadays,  and  that  people  are  discour- 
aged from  riding  by  the  frequent  breaking 
down  of  their  machines  and  the  bills  of  ex- 
pense for  repairs.  Some  of  the  best  ma- 
chines are  no  longer  made  at  all,  and 
many  of  the  poorer  kinds  are  dear  and  dan- 
gerous at  any  price.  As  to  the  encourage- 
ment by  the  bicycle  of  good  roads,  it  is  hoped 
that  a  similar  service  may  be  done  by  the 
automobile;  but  the  self-propelled  carriage 
is  at  present  a  contrivance  only  for  the  rich, 
while  the  bicycle  is  for  everybody. 

If  it  is  possible  to  join  bicyclers,  automo- 
bilists,  horse  riders  and  carriage  drivers  in 
an  interest  in  good  roads,  the  reforms  in- 
augurated by  the  bicyclists  may  be  carried 
forward  to  a  triumphant  issue. 

But  bicycling  ought  not  to  die.  It  is  a  sane 
enjoyment  and  a  medicine.  Restore  the  in- 
terest in  it, 

Coasting  and  Braking. 

It  should  be  remembered  that  in  coasting 
and  braking  contests  that  the  tire  has  a  very 
material  effect  on  results.  If  the  braking  con- 
test is  entirely  distinct  from  the  coasting— 
that  is,  if  a  certain  distance  is  to  be  covered 
and  the  brake  then  applied— the  distance 
covered  before  the  brake  is  put  on  should 
be  considered  from  the  standpoint  of  time 
used.  If  this  is  not  considered  it  is  obvious 
that  by  using  slack  tires  the  speed  reached 
at  the  beginning  of  the  braking  will  be  so 
slight  that  the  momentum  to  be  overcome 
will  be  greatly  reduced. 

It  must  be  remembered  that  the  mo- 
mentum varies  as  the  square  of  the  speed, 
so  that  a  slight  reduction  in  speed  means  a 
much  greater  reduction  in  momentum.  To 
make  the  test  anything  like  conclusive  the 
tires  should  all  be  inflated  to  the  same  press- 
ure. It  is  equally  important  that  the  dis- 
tance covered  before  applying  the  brake 
should  be  done  in  a  given  measurement  of 
time. 


SPEEDOMETERS  UNNECESSARY 


Ability  to  Sing  a  few  Songs  all  that  is  Re- 
quired to  Measure  Pace. 


Humor  is  not,  fortunately,  confined  to  the 
stage  and  comic  papers.  That  profound  pub- 
lication, the  C.  T.  C.  Gazette,  is,  for  instance, 
often  filled  with  humor  of  the  richest  sort— 
the  unintentional  sort.  Recently  a  discus- 
sion as  to  the  best  means  of  estimating  speed 
has  given  interest  to  its  pages,  the  laugh 
being  reserved  for  the  last.  It  is  supplied 
by  a  chap  who  writes: 

"I  have  a  modern  safety  that  will  travel 
as  far  as  the  63-inch  wheeled  highflyer  with 
one  revolution  of  the  pedals,  so  the  gear  of 
my  machine  Is  said  to  be  63,  diameter  of 
wheel  28  inches.  Musical  compositions  are 
marked  to  be  played  or  sung  at  so  many 
beats  per  minute.  I  am  familiar  with  many 
of  these  rates  of  speed,  and  by  pedalling  at 
a  known  rate  I  can  tell  pretty  accurately 
how  many  miles  I  shall  cover  in  one  houi'. 
For  example,  I  make  640  beats  to  ti'avel  one 
mile,  and  to  travel  ten  miles  in  the  hour  I 
must  make  6,400  beats.  If  I  want  to  go  eight 
miles  I  must  make  5,120  beats,  and  for  six 
miles  3,840  beats  of  the  foot.  Dividing  these 
rates  by  60  I  get  a  musically  associated 
movement  of  the  feet  per  minute,  viz.,  107= 
ten  miles  per  hour,  S5=eight  miles  per  hour, 
and  64=six  miles  per  hour.  Suppose  I  was 
six  miles  from  home,  and  had  one  hour  to 
spare  to  do  the  distance.  I  hum  the  chorus 
"His  yoke  is  easy,'  and  pedal  about  the  rate 
the  chorus  moves,  and  I  am  home  in  the 
hour.  Say  I  want  to  go  eight  miles  per  hour; 
I  say  'Lift  up  your  heads'  (rate  88  per  min- 
ute), and  I  find  myself  passing  the  milestones 
at  the  rate  of  eight  miles  per  hour.  If  a 
weary  cyclist  will  troll  out  or  hum  a  song 
about  the  speed  he  wants  to  go  at,  keeping 
time  with  his  pedals,  he  will  find  the  exex"- 
cise  a  very  helpful  pacer,  ana  he  will  also 
find  his  judgment  of  bicycle  speeds  much 
improved  by  observation.  I  should  like  to 
see  some  lawyer  getting  a  policeman  in  court 
to  illustrate  with  his  hands  the  rate  of  speed 
he  saw  the  cyclist's  feet  go  at,  especially  in 
a  case  where  he  swears  the  rider  was  going 
at  16  or  20  miles  an  hour." 


To  Prevent  Side  5Iip. 

When  riding  on  the  side  of  a  wet  road  on 
a  motor  bicycle  it  will  always  be  found  a 
help  to  do  a  little  pedalling  with  the  foot 
that  is  nearest  the  gutter.  There  is  always 
a  slope  at  the  side  of  the  road,  and  by  using 
this  foot  on  this  pedal  it  will  be  found  that 
the  tendency  is  to  push  the  machine  against 
the  upper  side  of  thes  loi)e,  and  that  the  ma- 
chine can  be  brought  to  the  centre  of  the 
road  without  slewing. 


"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocydes  and  How  to  Man- 
age Them."  |1.  The  Goodman  Go.,  Box  649, 
ft0W  Ytrk.  *^ 


THE  BICYCLING  WORLD 


507 


OILIWG  THE  MOTOR 


Present  riethods  Have  Shortcomtngs— The 
Pump  as  Employed  Abroad. 


The  proper  lubrication  of  the  motor  used 
on  a  bicycle  is  a  subject  that  has  not  met 
witb  as  clever  a  solution  as  it  should  have 
from  the  thought  that  has  been  given  it.  The 
first  motor  bicycles  brought  into  this  coun- 
try were  from  France,  and  these,  as  well  as 
the  few  built  here,  were  lubricated  by  pour- 
ing a  given  quantity  of  cylinder  oil  into  the 
crank  case  at  stated  intervals. 

This  method  was  followed  by  connecting 
the  crank  case  with  an  oil  supply,  and  be- 
tween the  two  placing  a  two  way  cock  that 
was  opened  more  or  less  as  circumstances 
seemed  to  demand.  This  method  had  at  least 
the  advantage  that,  if  properly  worked  and 
carefully  studied,  it  would  save  the  annoy- 
ance and  need  of  dismounting,  except  at  long 
intervals  to  draw  off  the  old  oil.  Even  this 
method  was  a  failure  at  times,  no  matter 
how  expert  the  user,  and  entailed  conditions 
that  were  difficult  to  carry  out  in  practice. 

In  Europe,  particularly  in  England,  where 
the  motor  bicycle  is  making  rapid  strides, 
the  first  named  method  continues  to  be  used 
by  many  makers,  and  its  failings  are  ac- 
cented by  better  schemes  that  are  used  in  a 
few  instances,  and  the.v  are  conspicuous  by 
their  utility  and  directness.  Of  these  the 
one  that  stands  out  most  prominently  is 
copied  from  a  method  used  in  the  past  by  a 
few  makers  of  motor  tricycles. 

The  device  consists  of  a  plain  plunger 
pump  that  is  connected  at  its  feed  end  to 
the  oil  supply,  and  at  its  delivery  end  to 
the  crank  case.  The  position  of  this  pump 
varies  with  the  ideas  of  the  makers,  but  in 
general  it  lies  in  a  position  alongside  and  at- 
tached to  the  seat  post  frame  tube.  This  po- 
sition serves  a  double  purpose.  By  attach- 
ing it  directly  to  the  frame  tube  it  is  made 
particularly  stable  to  withstand  the  thrust 
of  the  plunger,  and  it  is  in  a  convenient  po- 
sition for  direct  operation  from  the  saddle. 

As  mentioned  above,  the  great  failing  of 
the  direct  feed  with  a  plain  cutoff  cock  was 
that  there  could  be  no  surety  that  the  feed 
was  taking  place,  and  another  fault  was  its 
liability  to  flood.  Capillary  feed  might  be 
used  to  prevent  this,  but  the  danger  came 
from  base  compression,  which  had  a  ten- 
dency to  blow  the  wicking  back  into  the  oil 
tank,  or  on  the  return  stroke  to  suck  it  into 
the  crank  case.  With  the  use  of  the  pump 
there  is  a  surety  of  feed,  as  the  action  is 
positive  on  the  oil  in  the  pump,  and  that 
there  is  oil  can  be  told  from  the  way  the 
plunger  works. 

In  attaching  the  pump  care  should  be 
taken  to  have  a  first  class  stuflSng  box  in 
the  head  where  the  plunger  rod  comes 
through.  Equal  care  should  be  exercised  in 
attaching  the  two  feed  pipes.  These  pipes, 
of  course,  must  be  of  metal,  and  the  best  to 
use  for  this  purpose  is  copper.    Before  join- 


ing the  pipes  they  should  be  thoroughly  an- 
nealed, otherwise  they  will  crack  from  vibra- 
tion. The  pump  can  usually  be  so  placed 
that  one  length  of  the  pipe  will  be  short. 
Where  a  long  length  is  used  it  is  always  best 
to  provide  against  the  vibration  feature  by 
coiling  the  pipe  with  at  least  one  completed 
turn.  There  is  a  flexible  copper  piping  on 
the  market  that  would  serve  most  excellent- 
ly if  it  could  only  be  had  in  smaller  sizes, 
the  smallest  now  made  being  about  three- 
eighths  of  an  inch. 


STARTING  IN  WINTER 

A    Petty   Trouble   of  flotor  Bicyclists  and 
how  Jt  may  be  Overcome. 


Transformation  of  the  Auto-Bi. 

As  was  pointed  out  in  The  Bicycling  World 
of  several  weeks  ago,  the  Buffalo  Automobile 
and  Auto-Bi  Co.,  of  Buffalo,  N.  Y.,  for  1902 
will  place  on  the  market  a  model  radically 
differing  from  last  year's  design.  The  new 
model  is  shown  in  the  accompanying  illus- 
tration. 

The  motor  rests  on  a  special  bedplate  that 
is  a  part  of  the  crank  hanger,  and  is  further 
supported  by  an  arched  forging  at  its  head, 
connecting  with  a  short  tube  running  to  the 


In  using  motor  bicycles  in  the  winter  it 
should  be  remembered  that  the  cold  air  suits 
the  motor  to  a  nicety.  The  only  difficulty 
in  the  matter  is  at  the  start,  and  this  comes 
from  the  gasolene.  With  surface  carburet- 
ters this  difficulty  is  more  notable  than  with 
jet  or  spray  devices. 

Unless  the  weather  is  excessivevly  cold 
the  trouble  of  starting  can  be  entirely  done 
away  with  by  rapidly  turning  the  motor 
over  a  few  times  by  hand  and  then  injecting 
a  few  drops  of  gasolene.  If  the  weather  is 
particularly  sharp  then  the  thing  to  do  is  to 
run  the  machine  on  a  stand  indoors  for  five 
or  ten  minutes,  immediately  taking  it  out 
and  starting  to  ride. 

Two  other  methods  can  be  used  with  suc- 
cess.    One  is    to    place    cloths    previously 


seat  post  cluster.  The  batteries  are  carried 
in  a  case  resting  on  the  diagonal  frame  tube 
with  the  coil  underneath  same.  The  gaso- 
lene tank  is  attached  to  the  rear  of  the  stays, 
between  the  seat  post  and  the  rear  mud 
guard.  The  muffler  is  attached  to  the  left 
hand  stay.  The  mixer  is  forward  of  the 
motor  head,  and  the  lubricating  oil  is  sup- 
plied by  a  pump  to  give  a  fixed  amount. 

The  motor  drive  Is  as  follows:  A  short 
chain  connects  the  sprocket  on  the  motor 
shaft  to  a  large  sprocket  moimted  on  a  ball 
bearing  ring,  which  has  its  bearing  on  an 
eccentric  extension  of  the  right  hand  crank 
bearing.  This  same  ring  has  an  inner 
sprocket,  of  smaller  diameter,  which  is  chain 
connected  to  a  sprocket  on  the  rear  hub.  As 
the  hub  is  provided  with  a  coaster  brake,  it 
is  obvious  that  the  pedal  driven  sprockets 
and  chain  are  only  in  operation  when  de- 
sired. The  eccentric  extension  of  the  crank 
bearing  provides  means  for  adjusting  both 
motor  chains  with  one  movement. 

The  Auto-Bi  construction  is  such  that  the 
chain  drive  can  be  dispensed  with  and  belt 
drive  used  without  altering  the  machine  in 
any  manner. 

"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them."  |1.  The 
Goodman  Co.,  Box  648.  N«w  York.  •*• 


dipped  in  hot  water  on  the  bottom  or  sides 
of  the  gasolene  tank  and  around  the  carbu- 
retter. The  other  is  to  saturate  waste  with 
gasolene  and  set  it  on  fire.  The  first  method 
is  tedious,  and,  as  the  facilities  must  be 
practically  the  same  as  those  needed  to  run 
the  machine  indoors  for  a  while,  this  is 
preferable.  If  absolutely  no  means  are  at 
hand  for  indoor  work— that  is,  if  the  motor- 
ist is  caught  away  from  habitation— then  the 
piece  of  waste  can  be  used;  but  it  should 
be  remembered  that  in  so  doing  good  sense 
must  prevail  to  the  utmost. 

It  may  seem  unnecessary  to  say  that  the 
waste  should  be  held  on  a  stick  and  not  in 
the  hand,  but  a  case  is  known  where  the 
above  advice  was  given  and  the  one  using 
it  thought  he  could  hold  the  waste  by  "one 
corner."  Waste  should  always  be  carried 
in  using  motocycles,  as  it  is  always  handy; 
but  if  without  it  and  heating  becomes  neces- 
sary there  can  usually  be  found  a  good  sized 
stick  or  even  a  flat  rock  of  liberal  propor- 
tions.   

A  cycle  sundry  that  will  find  a  revival 
brought  about  by  the  coming  of  the  motor 
bicycle  is  the  stand  that  will  permit  the  rear 
wheel  to  be  raised  from  the  fioor.  The  dual 
ownership  will  be  found  to  be  almost  essen- 
tial 


508 


The 

Best  Price 
to  pay  for  a 
Cycle  Saddle 

is  the  price  of  the  best  saddle,  and 
no  man  who  is  familiar  with  sad- 
dles or  who  takes  the  trouble  to 
learn  all  about  them  can  fail  to 
acknowledge  that 

The  PERSONS  Saddle 


^IS  THAT  VERY  SADDLE. 


When  cycle  people  stoop  to  folly 
And  find  too  late  that  they've  been  "stuck," 

No  balm  can  ease  their  melancholy- 
Be  wise,  therefore ;  don't  trust  to  luck. 

DON'T  STOOP  TO  FOLLY. 

DON'T  TRUST  TO  LUCK, 

DON'T  PERMIT  YOURSELF  TO  BE 
"STUCK." 

Specify  the  Persons  Saddle  and  secure 
satisfaction.  There  is  nothing  just  as 
good. 


PERSONS  MANUFACTURING  CO., 

CHARLES    A.   PERSONS,  PRESIDENT, 

WORCESTER,  MASS. 


THE  BICYCLING  WORLD 

The  Retail  Record. 

Claremont,  Cal— Vernon  Walcott  will  build 
addition. 

St.  Louis,  Mich.— Forquer  &  Ferris  have 
opened  store  and  repair  shop. 

Old  Saybrook,  Conn.— Coulter  &  Johnson 
succeed  Charles  S.  Gates. 

St.  .Tohnsbury,  Vt— O.  W.  Smith,  Republi- 
can Building,  succeeded  .Joseph  St.  Jock. 

Boston,  Mass.— Warren  A.  Spurr,  122  Tona- 
wanda  street,  petition  in  bankruptcy. 

Cauastota,  N.  Y.— Mrs.  W.  O.  Clark  will 
move  to  East  Centre  street. 

Cortland,  N.  Y.— Radway  &  Dixon  suc- 
ceeded Edward  Richerson. 

Sherburne,  N.  Y.— Curtis  Harriman  will 
open  in  North  Main  street. 


the  busiest  seasons  in  the  history  of  the 
wheel,  and  every  day  approaching  the  open- 
ing of  the  riding  season  appears  to  furnish 
proof  of  their  predictions." 

But  wrong  is  the  writer  of  the  above,  be- 
cause the  editor  of  a  paper  printed  in  a 
town  of  four  thousand  inhabitants  most  em- 
phatically sends  forth  the  flat  that:  ''A  local 
dealer  who  has  handled  bicycles  quite  ex- 
tensively in  past  years  says  there  is  no  doubt 
that  the  popularity  of  the  wheel  is  waning." 

Most  truly  have  things  gone  to  the  dem- 
nition  bow-wows. 


When  Dealers  Tell  Different  Tales. 

When  in  doubt  as  to  how  the  world  is 
wagging  on  any  subject  from  political  to 
commercial,  the  atmosphere  can  always  be 
clarified  by  referring  to  the  pundits  on  the 
press  of  the  small  country  towns. 

The  journal  devoted  to  a  specific  industry 
may  count  itself  as  fairly  in  touch  with  that 
industry.  Even  the  daily  papers  of  the  larger 
communities  may  flatter  themselves  that 
they  watch  the  trend  of  events,  as  exempli- 
fied in  the  following  extract  from  a  daily 
paper  published  in  a  town  of  prominence 
and  having  a  population  of  considerably  over 
one  hundred  thousand: 

"Bicycle  dealers  have  maintained  for  many 
weeks  past  that  indications  point  to  one  of 


The  Doctrine  of  "  Just  as  Good.  " 

If  a  man  has  spent  a  million  dollars  build- 
ing up  the  reputation  of  a  certain  article  it 
is  to  his  advantage  to  keep  up  the  quality  of 
the  material  which  enters  into  the  manufact- 
ure of  that  article.  His  profit  is  large  if  he 
is  honestly  treated,  and  it  would  be  suicide 
for  him  to  use  inferior  material  for  the  sake 
of  a  little  extra  money,  says  the  New  York 
Evening  Journal.  The  man  who  makes  up 
an  imitation  article  and  announces  it  as 
"just  as  good"  has  no  such  sum  at  stake. 
He  has  invested  nothing.  He  has  no  valu- 
able name  to  ruin,  and  it  is  to  his  interest  to 
make  the  "just  as  good"  article  just  as  cheap 
as  he  can  make  it.  The  buyer  should  i-e- 
member  these  facts  and  put  his  confidence 
in  that  retailer  who  gives  to  the  customer 
just  what  he  asks  for,  treats  the  wholesaler 
honestly,  and  shows  gratitude  for  the  energy 
which  builds  up  a  successful  business  and 
makes  the  retailer  prosperous. 


I 
I 

(US 
/IS 

t 
I 


AND  A  LITTLE  MORE. 
That's  what 

the  Faultless  Forsyth  is. 


As  good  as  it  looks — and  it  looks  pretty  good.    It's  adjustability, 
and  other  original  features  have  caught  the  trade. 

Merit,  and  merit  only,  is  bound  to  win  in  the  long  run. 

We'll  be  in  at  the  finish. 

Hadn't  YOU  better  get  into  line  NOW. 


FORSYTH  MFG.  COMPANY,  Buffalo,  N.  Y. 


mmi 


THE  BICYCLING  WORLD 


509 


RACING 


Following  the  annual  meeting  of  the  Na- 
tional Circling  Association,  its  board  of  con- 
trol held  several  sessions.  At  the  concluding 
one,,  on  February  5,  the  following  decisions 
were  announced: 

Benjamin  Monroe,  of  Memphis,  Tenn.,  is 
suspended  from  all  competition  for  a  period 
of  sixty  days  from  date,  or  pay  a  fine  of  $25, 
for  failure  to  ride  at  Philadelphia  on  Janu- 
ary 30. 

For  conduct  detrimental  to  the  sport  at 
Buffalo  on  February  1  William  Weller  and  F. 


Tucker,  Philadelphia,  are  suspended  from  all 
official  connection  with  cycle  sport  for  re- 
tention of  permit  and  registration  fund  col- 
lected. 

For  non-payment  of  handicapping  bills 
George  B.  Anderson,  Woonsocket,  R.  I.,  and 
Percival  Clark,  New  Haven,  Conn.,  are  sus- 
pended from  promoting  racing  until  the  ob- 
ligations are  settled. 

W.  G.  Gallagher,  New  York  City;  D.  J. 
Allcutt,  Philadelphia,  and  F.  B.  Marriott, 
Philadelphia,  were  reinstated. 

George  B.  Chase,  Brockton,  Mass.,  and  F. 
D.  Osgood,  Lynn,  Mass.,  have  been  ordered 
to  compete  hereafter  as  professionals. 


riotocycles  Uphill  and  in  Traffic. 

Those  who  have  trouble  when  running 
their  motor  bicycles  at  slow  speed  through 
traffic,  etc.,  with  the  motor's  tendency  to 
suddenly  stop,  should  remember  never  to 
let  the  motor  do  all  the  work  at  slow  speed. 

The  motor  does  its  best  work  when  run  at 
a  uniform  speed  and  at  a  fairly  high  rate, 
and  the  sudden  checking  upsets  its  best 
working  conditions.  If  the  spark  is  sudden- 
ly changed  to  give  late  ignition,  or  if  the 
carburetter  is  provided  with  a  throttle,  and 
this  is  suddenly  cut  down  in  its  feed,  the 
choking  of  the  motor  can  be  overcome  by 
assisting  it  a  little  with  the  pedals. 


One  of  the  daredevil  cycling  performances 
Avhich  has  been  witnessed  by  thousands,  but 
which  has  never  before  been  pictured,  is  that 
shown    by    the    accompanying    illustration. 


"cycle  w'hirl"  or  miniature  track  recently 
seen  at  Proctor's  Theatre  in  this  city.  That 
the  act  is  a  thrilling  one  the  picture  attests, 
being  made  more  dangerous  by  the  upcurve 


air  space  before  diving  into  the  3  foot  tank 
of  water  into  which  he  lands.  Not  satisfied 
with  the  hazardous  feat,  he  is  planning  a 
"cycle  whirl"  which  is  to  be  located  at  the 


The  performer  is  "Mile-a-Mlnute  Aerial  Cy- 
clist" Schreyer,  as  he  styles  himself,  and  the 
same    who    claims    to    have    originated   the 


of  the  chute,  which  is  102  feet  at  its  highest 
point  and  35  at  the  "take  off."  Schreyer  es- 
timates that  he  flies  through  85  to  95  feet  of 


top  of  the  structure  and  which  shall  have  no 
bottom;  he  expects  to  precede  the  dive  by 
riding  a  mile  on  the  sloping  sides  of  what 
may  -be  termed  a  "bottomless  pit." 


A.  Dahlke,  of  that  city,  are  suspended  for 
thirty  days. 

The  Interstate  Fair  Association,  Trenton, 
N.  J.,  is  debarred  from  permit  privileges  and 
its  track  made  unavailable  for  cycle  racing 
conducted  under  N.  C.  A.  rules  until  the  pay- 
ment of  balance  due  for  permit  used  Sep- 
tember 30,  1901,  is  made. 

The  McDonald  Fair  Association,  McDon- 
ald, Pa.,  and  Brish  Brothers,  Frederick,  Md., 
will  not  be  granted  any  more  permits  until 
money  now  due  for  permits  is  paid. 

The  North  Jersey  Agricultural  and  Driv- 
ing Association,  Hoboken,  N.  J.,  for  failure 
to  observe  N.  C.  A.  regulations,  will  be  re- 
fused permits  for  one  year  from  date. 

George  S.  Atwater,  Boston,  and  Frank  A. 


On  February  7  application  was  made  to 
Vice-Chancellor  Emery  for  areceiver  for  the 
New  Jersey  Bicycle  Track  Company,  which 
owns  the  board  track  at  Vailsburg.  The 
complainants  are  Samuel  B.  Illingworth, 
Victor  Jacoby,  Robert  L.  Liblin,  Edward  L. 
Blauvelt  and  H.  F.  Neefus,  who  claim  the 
majority  stockholders,  Henry  J.  and  Charles 
B.  Bloemcke  and  Harry  D.  Goode,  have  con- 
ducted the  affairs  of  the  company  to  the  det- 
riment of  the  interests  of  the  petitioners.  It 
is  alleged  that  they  have  frozen  the  other 
stockholders  out  of  the  management  of  the 
track,  and  have  also  failed  to  make  a  proper 
accounting.  In  the  bill  it  is  requested  that 
the  oflacers  of  the  company  account  for  ?20,- 
000  of  its  funds. 


The  same  general  rule  applies  to  hill  climb- 
ing. It  is  unfair  to  go  at  a  hill  with  all  the 
deliberation  of  a  schoolboy.  If  the  hill  is 
seen  in  time  it  is  better  to  let  the  motor 
down  a  little  and  then  pick  up  its  speed,  and 
as  the  ascent  is  started  give  a  few  sharp 
thrusts  on  the  pedals.  While  going  up  the 
hill,  instead  of  waiting  for  the  motor  to 
lag  considerably,  keep  the  ear  well  tuned 
to  the  exhaust,  and  at  the  least  sign  of 
letting  down  a  few  turns  with  the  pedals 
will  yield  results  equal  to  putting  a  nickel 
in  the  slot  and  getting  back  a  dollar. 


"Motocycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound.  $1. 
The  Goodman  Co.,  Box  640,  New  York.    ••• 


510 


THE  BICYCUNG  WORLD 


WIRING  OF  MOTOR  BICYCLES 


Light  on  Some  Details  Tliat  Have  Confused 
tlie  Uninformed. 


Duriug  the  last  year  several  changes  have 
been  made  in  the  matter  of  wiring  on  at  least 
one  well  Ivnown  make  of  motoeycles,  and 
where  purchasers  have  had  machines  of  this 
make  dating  perhaps  two  or  three  months 
apart  in  delivery,  they  have  frequently  been 
puzzled  to  know  what  to  do  if  at  any  time 
they  distui-bed  the  wiring. 

The  thing  that  particularly  puzzles  them  is 
the  matter  of  grounding,  as  many  of  them 
have  been  taught  that  the  two  circuits,  the 
primary  and  secondary,  must  be  complete  in 
themselves,  or,  rather,  that  there  must  be  re- 
turn wires  for  each  circuit,  and  that  the 
primary  must  be  completely  insulated  from 
contact  with  the  motor  which  is  made  the 
dead  circuit,  or  earth,  for  the  secondary  by 
the  screwing  in  of  the  spark  plug. 

A  part  of  this  mixup  and  confused  tangle  of 
wires  is  that  some  dealers  have  run  across 
coils  with  five  wires,  coils  with  six  wires 
and  coils  with  only  three  wires.  The  five 
wire  coil  is  so  rarely  met  with  in  comparison 
with  the  other  two  that  it  will  not  be  taken 
up  for  the  present  at  least.  It  is  to  the  other 
two  that  attention  will  be  given. 

To  begin  with,  it  should  be  understood  that, 
other  than  to  the  eye,  there  is  no  difference. 
The  fundamental  principle  cannot  be  varied 
from,  but  mere  details  can,  and  it  is  in  de- 
tails that  the  differences  exist  between  the 
two  styles  of  coils.  In  a  six  terminal  coil 
there  are  two  battery  wires,  two  primary 
circuit  wires  and  two  secondary  circuit  wires 
that  come  through  the  coil  casing.  In  three 
terminal  coils  there  is  but  one  wire  for  each 
of  these,  coming  through  to  the  outside,  the 
circuits  being  completed  in  the  coil  proper. 
This  method,  of  coir:se,  necessitates  the 
grounding  of  each  circuit  in  the  frame  or 
metal  of  the  motocycle.  To  this  practice  ex- 
ception can  be  taken  with  good  reason,  as 
both  primary  and  secondary  circuits  are-con- 
nected, and  it  would  be  much  better,  from 
the  battery  standpoint,  if  this  ground  cir- 
cuit could  be  done  away  with  altogether  and 
all  electrical  parts  perfectly  insulated. 

While  in  the  old  six  terminal  coils  the 
primary  circuit  was  thoroughly  insulated,  the 
return  wire  on  the  secondary  circuit  was  a 
farce,  inasmuch  that  the  spark  plug  was  so 
made  that  the  completion  of  the  circuit  was 
made  by  the  metal  of  the  engine,  and  the 
running  of  a  return  secondary  wire  to  the 
same  part  of  the  motor  was  a  fifth  leg  to  a 
dog.  To  derive  the  full  benefit  of  the  return 
wire  in  the  secondary  it  should  run  to  the 
return  pole  of  the  spark  plug,  and  this  pole  be 
as  carefully  insulated  as  the  feed  wire  that 
runs  to  the  centre  pole  on  all  plugs.  It  can 
be  seen  from  this  that  a  plug  so  made  that  it 
would  carry  out  these  needs  would  be  so 
large  in  general  appearance  that  to  most  peo- 
ple it  would  look  out  of  place  on  a  moto- 
cycle motor. 


As  stated  above,  the  strongest  objection  to 
single  wiring  is  really  from  the  battery 
standpoint.  It  uses  up  batteries  at  a  greater 
rate,  and  batteries  cannot  be  used  down  to 
so  low  an  amperage  as  when  double  wiring 
is  used,  even  on  the  primary  circuit  alone. 

On  the  other  hand,  single  wiring  possesses 
many  advantages,  and,  after  years  of  experi- 
ence with  both  systems,  many  uses  are  fully 
satisfied  with  the  single  wiring.  It  greatly 
simplifies  short  circuit  troubles,  affords  better 
opportunities  for  neatly  disposing  of  the 
wires,  and  both  of  these  are  troubles  that 
only  those  can  appreciate  who  have  had 
wide  experience. 

But  to  come  back  to  the  details  of  differ- 
ent wiring.  In  the  old  six  wiring  the  lead 
was  made  from  the  negative  pole  of  the  bat- 
tery to  a  pole  of  the  switch  in  the  end  of 
the  handle  bar.  The  return  wire  ran  from 
a  parallel  pole  in  the  end  of  the  handle  bar 
to  one  pole  of  a  plug  cut-out  insulated  on 
the  top  frame  tube  of  the  bicycle.  From  the 
other  pole  of  the  cut-out  a  wire  ran  to  one 
of  the  battery  terminals  on  the  coil.  The 
other  terminal  on  the  coil  connects  to  the 
positive  pole  of  the  battery.  Care  was  not 
always  taken  to  make  the  battery  pole  con- 
nections as  here  noted,  it  frequently  being 
the  case  that  the  positive  pole  was  connected 
to  the  grip  switch  and  the  negative  pole  to 
the  coil  terminal. 

The  primary  circuit  had  either  of  its  wires 
leading  from  the  coil,  run  to  a  pole  on  the 
spark  controller  that  was  in  circuit  with  the 
platinum  tipped  screw  of  the  make  and 
break  on  the  controller.  The  other  pri- 
mary wire  ran  from  the  coil  to  a  pole  in  cir- 
cuit with  the  trembler  blade  of  the  make 
and  break.  The  circuit,  it  will  now  be  seen, 
was  completed  when  the  blade  was  brought' 
into  contact  with  the  screw  tip. 

The  two  wires  of  the  secondary  circuit 
leading  from  the  coil  were  disposed  of  as  fol- 
lows: Either  wire  was  attached  to  the  outer 
end  of  the  centre  pole  of  the  spark  plug,  and 
the  other  wire  was  attached  to  some  part  of 
the  engine.  As  will  be  noted  from  above,  the 
wire  from  the  engine  back  to  the  coil  was 
useless  in  any  sense,  because  the  plug  was— 
and  all  present  plugs  are— grounded  to  the 
engine  as  follows:  A  small  platinum  wire  is 
fixed  into  the  body  of  the  spark  plug,  and 
the  minute  the  plug  comes  into  contact  with 
any  piece  of  metal  the  circuit  is  completed 
through  a  ground. 

All  this  has  now  been  simplified  by  pro- 
gressive makers  in  the  use  of  the  three  ter- 
minal coil.  A  wire  runs  from  the  battery 
to  the  grip,  having  a  safety  switch  or  cut- 
out plug  somewhere  between.  From  the 
other  pole  of  the  battery  a  wire  runs  to  the 
battery  connection  of  the  coil.  A  single  pri- 
mary wire  leads  from  the  coil  to  the  contact 
screw,  and  another  single  wire  from  the  sec- 
ondary of  the  coll  to  the  spark  plug.  In 
some  cases  a  short  wire  leads  from  the  blade 
pole  to  a  ground  on  the  engine  or  bicycle. 
In  newer  construction  this  is  done  away 
with,  as  a  ground  is  made  when  the  cam 
brings  the  blade  into  contact  with  the  screw. 


In  all  cases  it  must  be  understood  that  the 
contact  screw  must  be  perfectly  insulated 
from  the  engine,  or  there  will  be  a  constant 
circuit,  and  the  make  and  break  of  the  blade 
will  have  no  effect.  Of  course,  in  this  con- 
stuction  there  is  no  need  of  insulation  for 
the  blade,  as  was  the  practice  in  the  older 
construction.  Where  this  method  is  used  it 
must  always  be  looked  to  that  either  the 
blade  has  a  perfectly  clear  connection 
when  it  is  attached  to  a  metal  con- 
troller box,  or  that  it  has  a  perfectly 
controller  box,  or  that  it  has  a  perfectly 
clean  contact  with  the  operating  cam.  If 
it  is  put  in  a  box  of  non-conductive  material 
then  the  contact,  between  the  tip  on  the 
blade  and  the  cam,  must  be  perfect,  or  else 
there  will  be  a  failure  in  sparking. 

Now  for  a  few  words  on  the  details  at  the 
grip  contact  point.  As  before  explained,  the 
old  way  was  to  run  two  wires  to  two  poles 
that  were  insulated  in  a  vulcanite  block 
positioned  in  the  left  end  of  the  handle  bar. 
This  was  where  a  six  terminal  coil  was 
used.  When  three  terminal  coils  first  came 
into  use  some  makers  ran  the  grounding  wire 
back  through  the  bar  and  out  to  some  con- 
vient  nut  or  bolt.  To  good  designers  this 
was  obviously  ugly  and  unnecessary.  Then 
came  changes  in  detail.  One  method  used 
was  to  pass  a  screw  through  the  tubing  of 
the  handle  bars  into  one  of  the  poles,  thus 
grounding  when  the  plate  in  the  grip  was 
screwed  against  both  poles. 

The  next  method  used  was  to  do  away 
with  this  return  wire,  and  in  place  of  it  pass 
a  screw  through  the  tubing  of  the  randlebar 
to  the  pole  thus  left  open,  thus  grounding 
when  the  brass  plate  in  the  grip  was  screwde 
against  both  poles. 

Next  it  was  discovered  that  one  of  the 
troubles  that  had  always  puzzled  many  in 
the  electric  circuit  was  due  to  the  use  of 
these  two  poles.  It  must  be  understood  that 
always  there  has  been  a  centre  screw,  thor- 
oughly insulated,  on  which  the  grip  was 
turned  to  open  or  close  the  circuit  by  means 
of  the  brass  plate  previously  mentioned  and 
the  two  brass  poles.  In  the  frequent  use  of 
this  grip  the  plate  had  a  circular  rubbing 
action  on  the  two  brass  pins  that  acted  as 
poles,  and  as  the  centre  screw  was  of  quick 
pitch  the  plate  came  into  contact  with  one 
screw  so  much  earlier  than  with  the  other 
thit  it  wore  it  down,  and  in  time  there  would 
cease  to  be  an  assured  cross  circuit  every 
time  the  grip  was  turned. 

This  lack  of  circuit  at  the  handle  bar  has 
bothered  a  good  many  in  the  last  few  years, 
and  those  who  noted  the  difference  in  length 
of  the  two  poles  would  occasionally  file  the 
one  down,  only  to  find  need  of  repeating  this 
operation.  The  latest  method  to  obviate 
these  troubles  is  to  run  the  battery  wire  to 
the  above  mentioned  centre  screw,  and  by 
setting  the  insulating  plug  back  about  one- 
eighth  of  an  inch  from  the  end  of  the  handle 
bar  this  permits  a  ground  when  the  grip  is 
screwed  home.  In  other  words,  the  centre 
screw  is  in  circuit  because  the  brass  plate 
in  the  grip,  through  the  centre  screw,  is  in 
constant  engagement,  and  when  this  plate 
comes  into  contact  with  the  end  of  the  handle 
bar  tubing  It  is  obvious  that  the  batteries 
can  get  at  their  work.  Another  feature  of 
no  small  value  is  that  it  reduces  the  parts 
by  one-half. 


THE  BICYCLING  WORLD 


5U 


CONCERNING  SMALL  SHOPS 


Factors  That  Contribute  to  Their  Success 
Hi  or  Failure  —  Power  a  big  Item. 


On  January  28  an  interesting  paper,  en- 
titled, "Mechanical  Efficiency  of  Small 
Shops,"  was  read  by  Frank  B'.  Baker  before 
a  cycle  trade  association  of  Liverpool,  Eng- 
land. The  author  has  had  experiences  in 
shops  of  this  class,  serving  in  nearly  every 
capacity  from  putting  the  cement  in  rims  for 
solid  tires  up  to  that  of  ma'nager,  and  his 
paper  was  naturally  of  much  interest.  As 
a  result  of  his  studies  Mr.  Baker  called  at- 
tention to  a  point  that  is  too  often  overlooked 
by  small  make"S  in  their  factory  manage- 
ment, and  that  is  that  the  factory  end  too 
frequently  does  not  earn  its  fair  proportion 
of  the  profit.  The  result  of  this  is  that  the 
selling  department  has  to  earn  sufficient 
profit,  not  only  to  justify  its  own  title,  but 
to  cover  the  losses  made  by  sheer  incompe- 
tency in  the  shop.  Properly  managed,  the 
shop  should  be  not  only  self-sustaining,  but 
earn  a  profit  equal  to  the  selling  end. 

To  insure  good  results  an  adequate  equip- 
ment is  necessary,  and  one  of  the  prime  es- 
sentials is  power.  The  ownership  of  an  en- 
gine greatly  increases  the  field  of  work  from 
which  business  can  be  obtained.  With  a 
power  driven  lathe,  operated  by  a  good 
workman,  the  range  of  work  that  can  be 
undertaken  can  hardly  be  limited.  If  repair 
work  fell  off  it  could  be  profitably  used  for 
tcolmaking. 

Without  a  power  equipment  grinding  and 
polishing  were  hardly  possible.  It  should  be 
unnecessary  to  have  to  anneal  and  return 
hardened  parts  when  it  was  desired  to  re- 
move small  amounts  of  metal.  Grinding  at- 
tachments, which  for  all  practical  purposes 
were  as  good  as  expensive  grinding  ma- 
chines, are  made  which  could  be  fitted  to 
lathes.  If  ordinary  care  is  used,  the  amount 
of  grinding  which  would  be  done  in  a  repair 
shop  would  not  be  likely  to  cause  any  seri- 
ous injury  to  the  machine  to  which  the  at- 
tachment was  fixed. 

There  are  three  possible  sources  of  power, 
which  he  placed  in  the  following  order  of 
merit:  First,  electi-ic  motor;  second,  gas  en- 
gine; third,  oil  engine.  The  first  named  was 
silent  in  running,  required  little  attention 
and  was  an  absolute  non-consumer  when  not 
in  use.  If  floor  space  was  unavailable  it 
could  be  affixed  to  a  bracket,  or  even  to  the 
ceiling. 

Case  hardening  cannot  be  efficiently  done 
by  makeshift  methods.  He  suggested  that 
repairers  should  keep  in  stock,  for  the  pro- 
duction of  small  parts,  such  as  cones,  etc., 
a  supply  of  cast  steel,  so  that  the  parts  could 
be  turned,  hardened  and  tempered  direct 
without  the  necessity  of  carbonizing.  In  the 
case  of  parts  where  case  hardening  was  obli- 
gatory, he  thought  that  the  small  men  would 
do  best  to  seek  the  offices  of  the  parts  manu- 


facturers, to  caseharden  same  after  they  had 
been  turned. 

Another  matter  in  which  the  repairer 
might  profit  by  placing  himself  in  communi- 
cation with  the  parts  manufacturer  was  in 
the  purchase  of  steel.  It  was  often  a  very 
difficult  matter  to  obtain  from  the  local  mer- 
chants the  kind  of  steel  required.  The  man- 
ufacturers, he  thought,  would  not  object  to 
furnishing  their  customers  with  material 
suited  to  their  requirements. 

Dealing  with  the  commercial  side  of  the 
small  shop,  Mr.  Baker  said  that  it  was  his 
belief  that  the  owners  of  small  factories 
paid  insufficient  attention  to  the  cost  of  the 
work  turned  out,  and  to  the  charges  made 
for  same.  Every  job  should  be  made  to 
earn  a  profit.  As  a  rough  and  ready  sug- 
gestion, the  following  rule,  he  thought,  would 
be  found  not  unsatisfactory:  Double  the  cost 
of  the  workman's  time  on  each  job,  put  .50 


Morgan  xWrightTires 
are  good  tires 


SEE  THAT  Morgan  &  Wright 

IS  BRANDED  ON  EVERY  TIRE  AND  TUBE 
NO  OTHER  IS  GENUINE. 


Morgan  ^Wright 


New  York  Branchi    214-216  West  47th  Street. 

per  cent  on  the  cost  of  all  material  used  and 
add  10  per  cent  for  establishment  charges. 

There  was  a  growing  belief  that  in  the 
future  high  priced  machines  would  be  made 
in  greater  numbers  by  small  makers  than  in 
the  past.  The  large  houses  were  standardiz- 
ing more  and  more  every  year,  but  there  al- 
ways remained  a  large  section  of  riders 
whose  requirements  were  not  met  by  a 
standard  machine.  They  would  look  to  the 
local  maker  for  the  production  of  the  bicycle 
embodying  their  own  ideas,  and  made  ac- 
cording to  their  own  particular  fads  and 
fancies. ,  That  was  another  very  strong  rea- 
son why  small  makers  should  now  go  thor- 
oughly into  the  matter  of  the  equipment  of 
their  workshops. 


sTO  ENCOURAGE  TOURING 

How  the  Frenchmen  are  Seeking  to  Instill 
Native  Appreciation  of  France. 


Mud  has  its  Uses. 

According  to  one  authority,  a  slight  wetting 
of  the  tires  is  good  for  them.  Unless  they 
occasionally  encounter  moisture  in  some 
form  they  dry  up  and  crack,  allowing  the 
moisture  from  mud  to  penetrate  to  the  fabric 
and  rot  it.  The  obvious  consolation  to  a 
rider  when  plugging  through  a  path  of  mud 
is  that  his  tires  are  being  benefited,  if  he 
himself  is  not 


The  manner  in  which  the  Touring  Club  of 
France  purposes  increasing  the  touring  spirit 
and  in  making  France  itself  appreciated  by 
French  tourists  is  now  disclosed.  By  instruc- 
tion of  the  council  of  the  president  he  has 
addressed  letters  to  all  authorities  In  the 
picturesque  districts  of  France  suggesting 
that  at  the  summit  of  ascents  from  which 
picturesque  or  historic  views  are  obtainable 
rustic  seats  should  be  placed,  and,  further, 
that  these  seats  should  have  affixed  to  them 
plates  pointing  out  the  best  point  of  view, 
the  points  of  the  landscape  and  the  inci- 
dents, if  any,  which  make  it  memorable.  In- 
deed, the  club  itself  proposes  to  provide  the 
seats  and  the  information  plates  at  points 
proposed  to  them  by  the  authorities  having 
knowledge  of  the  neighborhood.  Additional 
proof  of  the  go  ahead  policy  of  the  T.  C.  F., 
to  which  The  Bicycling  World  last  week  de- 
voted considerable  space,  is  afforded  by  the 
fact  that  during  the  last  four  years  no  less 
than  three  hundred  hotels  have  been  gratui- 
tously provided  with  sanitary  apparatus  by 
the  club  at  a  cost  of  $2,500.  A  further  sum 
of  some  $3,000  is  to  be  devoted  this  year  to 
the  same  purpose.  One  hundred  and  twenty 
hotel  proprietors  have  at  their  own  cost  fit- 
ted the  apparatus  approved  by  and  furnished 
on  special  terms  by  the  club. 


"Discovered"  by  Jolly. 

"On  the  other  side"  they  have  a  never  end- 
ing pastime  that  is  denied  to  Americans— 
that  of  "discovering"  the  maker  of  the  first 
bicycle.  The  interesting  individual  has  just 
been  "discovered"  once  more,  this  time  by 
one  J.  Jolly,  of  Birmingham,  England,  who 
enters  a  claim  in  favor  of  a  poor  woodman 
named  John  Donaldson,  of  Arbuthnot,  Scot- 
land. 

According  to  Jolly,  Donaldson  was  a  bit 
"daft,"  but  a  genius  in  the  musical  and  me- 
chanical way.  During  the  fruit  season  he 
was  wont  to  carry  fruit,  etc.,  to  a  neighbor- 
ing town,  which  set  him  thinking  out  a  ma- 
chine which  would  carry  him  and  his  two 
heavy  baskets.  Mr.  Jolly,  then  a  schoolboy, 
helped  him  with  the  drawings,  which  pro- 
vided that  the  machine  should  be  driven  by 
means  of  an  endless  chain  and  cog  wheels. 
Lack  of  money  and  support  forced  Donald- 
son to  build  a  rough  tricycle  in  wood,  with 
pulleys  and  spliced  cord  in  lieu  of  chain  and 
cog  wheels,  and  the  whole  thing  collapsed 
on  the  first  trial.  The  model  was  made  in 
1845.  Donaldson  failed  to  obtain  support, 
lost  hope,  and  died  subsequently  in  a  lunatic 
asylum. 

Imagine  trusting  a  repair  to  the  tender 
mercies  of  a  workman  receiving  the  mag- 
nificent wage  of  from  10  cents  to  16  cents  a 
day.  Yet  this  is  the  sum  paid  native  me- 
chanics in  repair  shops  in  India. 


Ml 


512 


THE  BICYCLING  WORLD 


The  Week's  Patents. 

692.267.  Wheel  Hub  Brake.  Charles  Glover, 
New  Britain,  Conn.,  and  Xaaman  W.  Ras- 
kins. Brooklyn,  N.  Y.,  assignors  to  P.  &  F. 
Corbiu,  New  Britain,  Conn.,  a  corporation  of 
Conuecticnt.  Filed  Nov.  15,  1901.  Serial  No. 
82,422.    (No  model.) 

Claim.— 1.  A  wheel  brake,  comprising,  a 
bi-ake  shoe,  a  level,  a  fulorum  therefor,  one 
end  of  said  lever  being  substantiallj^  shorter 
than  the  other  end  and  bearing  against  said 
shoe,  a  brake  actnator,  a  portion  thereof  en- 
gaging the  longer  arm  of  said  lever  as  said 
actuator  is  moved  in  one  direction,  another 
portion  of  said  actuator  engaging  said  lever 
close  to  said  fulcrum  when  said  actuator  is 
moved  in  a  reverse  direction. 

692.368.  Pneumatic  Tire.  Frederick  J. 
Seddon,  Manchester,  England.  Filed  April 
15.  1901.     Serial  No.  55,967.     (No  model.) 

Claim. — A  disconnectible  joint  for  the  pneu- 
matic tubes  of  wheel  tires,  consisting  of  a 
tapered  spigot  of  less  diameter  at  the  root 
than  the  body  of  the  tube,  forming  thereby 
an  annular  shoulder,  the  end  of  the  spigot 
being  formed  with  an  annular  rim  or  flange. 
a  sleeve  forming  a  frustum  of  a  cone  joined 
at  its  base  to  the  bodj'^  of  a  second  tube,  and 
corresponding  in  length  with  the  distance  be- 
tween the  shoulders  and  the  flange,  and  the 
internal  diameter  being  about  the  same  as 
the  external  diameter  of  said  nozzle  between 
the  parts,  said  sleeve  and  spigot  being  thiu 
enough  and  tapered  enough  to  permit  the  ex- 
ternal air  pressure  to  act  centrally  upon  the 
external  surface  of  said  sleeve,  and  both  the 
nozzle  and  sleeve  being  open  throughout 
their  diameters. 

692,383.  Bicycle.  Peter  *  Tarzian  and 
ilegurdich  Tarzian,  Paterson,  N.  J.  Filed 
May  17,  1901.    Serial  No.  60,684.    (No  model.) 

Claim.— The  combination,  with  the  head 
portion  of  a  bicycle,  of  a"  disk  mounted  on 
said  head  portion,  handle  bars  carried  by 
said  head  portion,  and  a  hollow  casing  ar- 
ranged on  said  disk  and  inclosing  said  head 
portion  and  parts  of  said  handle  bars  which 
form  a  joint  therewith,  said  casing  being  di- 
vided substantially  vertically  thereof  to  form 
separable  sections,  and  one  of  said  sections 
being  hinged  to  the  other  and  having  its  line 
of  hinge  horizontally  disposed,  substantially 
as  described. 

692,446.  Pneumatic  Ttibe  Protector. 
Naaman  D.  Hopkinson,  Spokane,  Wash. 
Filed  April  8,  1901.  Serial  No.  54,880.  (No 
model.) 

Claim.— 1.  A  protector  for  bicycle  tires  hav- 
ing its  outer  surface  provided  with  intersect- 


ing grooves  which  run  diagonally  of  the 
tread  of  the  tire. 

2.  A  protector  for  vehicle  tires  having  its 
outer  surface  provided  Avith  intersecting 
grooves  which  run  diagonally  of  the  tread  of 
the  tire  and  its  ends  overlapped,  one  of  the 
overlapped  ends  having  a  plurality  of  longi- 
tudinal slots,  the  side  Avails  of  which  are 
recessed,  and  the  other  end  having  perfora- 
tions for  alignment  with  the  slots,  and 
clamping  bolts  adapted  for  engagement  with 
the  slots  and  perforations  and  to  hold  the 
OA'erlapping  ends  of  the  protector  against 
lateral  movement,  thus  to  protect  the  inner 
tube  from  injury,  and  having  heads  adapted 
to  enter  the  recesses  interchangeably  to  hold 
the  ends  in  different  positions  and  to  lie  flush 
with  the  protector. 

692,538.  Bicycle  Lock.  William  H.  Nie- 
meyer,  Los  Angeles,  Cal.  Filed  April  29, 
1901.    Serial  No.  58,033.    (No  model.) 

Claim. — 1.  In  a  bicycle  lock,  a  lock  casing 
adapted  to  be  secured  upon  the  framework 
of  the  machine,  a  name  plate  casing  also 
adapted  to  be  secured  upon  the  framework  of 
the  machine,  a  slide  adapted  to  be  guided  in 
suitable  guideways  in  the  name  plate  casing, 
a  revolving  plug  journalled  in  the  lock  cas- 
ing, said  plug  adapted  to  be  turned  by 
a  suitable  key,  an  eccenti'ic  portion  formed 
upon  said  plug,  two  bolts  upon  the  opposite 
sides  of  said  plug  adapted  to  be  operated 
upon  by  said  eccentric  portion,  openings 
formed  in  the  hub  of  a  bicycle  with  which 
one  of  said  bolts  is  adapted  to  come  into  en- 
gagement, openings  formed  through  the  fork 
of  the  bicycle,  the  name  plate  casing  and 
the  name  plate  slide,  through  which  the  op- 
posite bolt  is  adapted  to  protrude  when  the 
other  bolt  is  withdrawn  from  the  openings 
in  the  hub  of  the  wheel,  substantially  as  de- 
scribed and  for  the  purpose  specified. 

692,658.  Vai-iable  Speed  Driving  Mechan- 
ism. Eeuben  M.  Head,  Allegheny,  Penn. 
Filed  August  15,  1900.  Serial  No.  26,957. 
(No  model.) 

Claim.— 1.  In  a  variable  speed  driving 
mechanism  the  combination  of  two  clutches, 
with  an  inclosing  drum,  revolving  in  a  fixed, 
unchanging  direction,  from  which  the  power 
is  delivered;  intermediate  gear  wheels  con- 
necting said  drum,  with  a  prime  moving 
shaft  or  axle;  means  on  said  shaft  or  axle 
for  alternately  engaging  and  disengaging 
said  clutches  automatically,  thereby  increas- 
ing or  diminishing  the  speed  or  power  deliv- 
ered from  said  drum  and  caused  by  a  re- 
versal of  the  direction  in  which  the  prime 
moving  shaft  or  axle  rotates,  substantially 
as  described. 

692,725.  Bicycle  Attachment.  Harry 
Simmons,  Boone,  Iowa.  Filed  Sept.,  9,  1901. 
Serial  No.  74,741.     (No  model.) 


Claim.— The  combination  with  a  bicycle, 
having  an  opening  in  its  steering  head  and 
an  opening  of  different  size  in  the  fork  stem, 
said  openings  being  so  positioned  as  to  be  in 
alignment  when  the  bicycle  wheels  are  in 
alignment,  a  two  part  clamp  to  encircle  the 
steering  head,  a  screw  for  connecting  the 
said  parts,  a  lever  fulcrumed  to  the  said 
clamp  and  having  one  end  designed  to  enter 
both  of  said  openings,  and  a  spring  having 
its  ends  fixed  to  the  said  lever  on  opposite 
sides  of  its  fulcrum  and  having  its  central 
portion  arched  or  bowed  to  yieldingly  engage 
the  adjacent  portion  of  the  steering  head, 
substantially  as  and  for  the  purposes  stated. 

692,734.  Sparking  Igniter  for  Explosive 
Engines.  George  M.  Thompson,  Philadel- 
phia, Pa.  Filed  March  30,  1901.  Serial  No. 
53,583.     (No  model.) 

Claim. — 1.  In  an  igniter  for  explosive  en- 
gines a  sparker  having  a  fixed  electrode,  a 
movable  electrode  attached  to  an  oscillating 
shaft,  an  arm  attached  to  said  shaft,  a  crank 
shaft,  a  gear  Avheel  actuated  thereby,  an  ad- 
justable disk  pivoted  eccentrically  to  the 
gear  wheel,  a  rod  pivoted  at  one  end  of  the 
disk,  the  opposite  end  having  a  movement 
in  alignment  Avith  the  sparker  arm  to  actuate 
the  same  and  means  for  holding  the  disk  in 
adjusted  position. 


SPOKES 

AND 

l>8IPPLES 

FOR 

Bicycles, 

Motocycles 
ana  AutomobileSm 


STANDARD 

Spoke  &  Nipple  Co., 

TORRiNGTON,  CONN.,  U.S.A. 


ARE  YOUR  EYES  RIGHT  ? 


DO  YOU   OWN   A  THINKING  CAP  ? 

If  so,  put  it  on  and  look  about    you  and  you  will  readily 
see  many  substantial 

Signs  of  ROYAL  Leadership. 

The  rapidly  increasing  use  of  upright  motors  positioned  at  the 
crank  hanger,  chain  drives,  methods  of  lubrication,  the  position 
of  mixers  and  tanks — all  these  and  more  show  the  great  influence 
for  good  exerted  by  the  ROYAL  and  substantiate  our  claim  that 
"  all  others  are  merely  followers."  Signs  of  the  sort  convey  much 
to  the  wise  buyer. 

ROYAL  MOTOR  WORKS,  CHIQOPEE  Fall,s  MASS. 


THE  BICYCLING  WORLD 


517 


•••••••••••••••••••••••••••• 

MOSSBERG 

Tire  Chime 

THE  FIRST,  IT  IS  STILL  THE 
FOREMOST. 

ALWAYS  GOOD.  IT  IS  NOW  EVEN 
BETTER. 


Does  What  a  Bicycle  Bell 
Should  Do. 


Gives    a    loud,    continuous,    unmistakable, 
clear-the-road  alarm. 

Few  parts ;  no  spring  in  striking  mechanism; 
cannot  rattle;  acts  instantly. 

Can  be  operated  on  either  front  or  rear 
wheel. 

Popular-Priced  and  a  Great  Seller. 


GET  CATALOG.- 

FRANK  MOSSBERG  CO., 

ATTLEBORO,  MASS. 
•••••••••••••••••••••••••••• 


Cleanliness  and  Motocycles. 

A  trouble  tliat  beginners  have  with  motor 
bicycles  is  a  general  uncleanliness  from  oil 
leaking  out  of  the  crank  case.  With  a  well 
constructed  motor  there  is  no  excuse  for  this. 
It  is  clearly  a  case  of  flooding,  too  many 
users  going  on  the  basis  that  if  a  drop  is 
good  for  one  mile  fifty  drops  is  good  for 
fifty  miles,  and  it  might  as  well  be  all  done 
at  once. 

The  proper  feed  can  be  determined  with  a 
little  study,  and  when  once  known,  not  only 
will  a  greater  air  of  cleanliness  be  prevalent, 
but  the  motor  will  work  much  more  satisfac- 
torily. A  point  too  often  neglected  is  to  let 
out  the  old  oil  through  the  drip  cock  in  the 
base  of  the  crank  case. 

To  those  who  think  that  absolute  cleanli- 
ness cannot  be  arrived  at  attention  is  called 
to  the  earlier  days  of  the  pedal  driven  bi- 
cycles in  comparison  with  to-day.  In  th  se 
days  riders  carried  about  with  them  a  gen- 
eral condition  of  mussiness,  while  to-day 
light  colored  clothing  is  worn  with  impunity 
right  through  the  season. 


TRADE . 


MARK 


Fauber  Perfection  Hanger 


THE 

DIAMOND 
SQUARE 
CRANK 


Unequaled  in 
any  of  the 
points  whicli 
make  a  Perfect 
Hanger 


LIGHT 
SIMPLE 
DURABLE 


FAUBER 
MFG.  CO. 

ELGIN, 


LL. 


DO   IT   NOW 

If  your  business  shows 
signs  of  lethargy — 

WRITE    US 

Don't  put  it  off 

and  think  that  tomorrow 

will  do — 

DO  IT  NOW 

We  want  to  tell 
you  about  the 

Wolff-American 


Regal  and 


Holland 


bicycles  for  1902. 
They  are  sold  by 
representative  dealers. 
They  will  give  an 
eighteen  carat  freshness 
to  your  store.     They  have 
done  it  many  times  for 
others  and  can  do  the  same 
for  you — and — 

DO   IT  NOW 

Stearns  Bicycle  Agency 

GENERAL    DISTRIBUTORS 

Syracuse,    New   York. 


Schrader  Universal  Valve. 


(Trade  Mark,  registered  April  30,  1895.) 


NOTICE. 


Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  the 
obtaining  of 

PARTS  of  the 
Schrader  Universal  Valve, 

I  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  qq-i,  99-2,  gq-3.  Qq-4,  may  be  had  from  all  the  makers, 
or  from  A.  Schrader's  Son,  Price  List  and  description  o£ 
parts  sent  on  application,  9B-^ 


SIMPLE  AND 
ABSOLUTELY  AIR-TIGHT 

Manufactured  by 

A.  SCHRADER'S  SON. 

Established  1844. 

30  and  32  Rose  St., 

New  York,  U.  S.  A. 


5J8 


THE  BICYCLING  WORLD 


CHAMPION  HUBS 

WrU«  tor  Complete  Description  and  Prices. 


(light  weight  racing  modbl.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


\.  A.  WESTON  CO.,    Syracuse,  N,  Y. 

SeUing  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHDE 

wheels  must  have  the 
best  equipments. 

There  U  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  hSSIr  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Prictlonless 
Rocker  Joints.  Insist  on  having  the 
Morse  Twin  Roller.  Fits  regular 
sprockets. 

Send  for  Catalogue  and 
Trade  Price  to 

Morse  Chain  Co.,  Irumansburff,  N.  Y. 


WANTS  AND  FOR  SALE. 

15  cents  per  line  of  seven  words,  cash  with  order. 

A     MOTOR    BICYCLL,    for  ^2.50   per  week. 
An  automobile  for  $12.50  per   week.     Send 
stamp  for  particulars.     Automobile    and   Motor-Bi 
Co.,   Room   814,    Colonial  Bldg.,  Boston. 

Th  OR  SALE — About  21,000  feet  best  Mannes- 
man's Imported  Tubing,  5-8  in.,  3-4in.,  1.3-16 
in.,  7-8  in  ,  15  16  in.,  and  i  in.  16,  18,  20,  and  22 
guage  at  4  1-2  cents  per  foot,  as  long  as  it  lasts. 
E«tate  of  John  Mc  Clave,  604  West  22nd  St.  N. 
Y.  City. 

lyTOTOCYCLE.  new,  Thomas  motor,  lever  belt 
tightener,  Goodrich  tandem  tires  1902  Mor- 
row coaster  brake,  enameled  black  and  maroon, 
ready  to  ride,  works  perfectly,  $85.  G.  H. 
CuRTiss.  Hammondsport,  N.  Y. 


Bicycle  Parts  and  Tubing 

WRITE  US   FOR  PRICES. 

The  Standard  Welding  Go. 

CI_E1VE:1_A.|N4D,  OHIO 


Century  Cycles 

couldn't  be  better. 

MILWAUKEE  CYCLE  CO.,    Milwaukee.  Wis. 

NEVERLEAK 

STOPS  LARGE  PUNCTURES. 

This  is  the  only  fluid  that  can  be  legally  used  in  pneumatic 
tires.     Suits  now  pending. 

BUFFALO  SPECIALTY  MFCk.  CO., 
Buffalo,  N.  Y. 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical constructioD.finish  and  materials  used, 
that  it  is  possible  to  produce  Made  in 
one  grade  only,  the  highest.  Handsome 
in  appearance;  simplein  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fit- 
ings  and  crank  hangers  on  the  market 
>Our  1902  prices  are  low.    Write  for  them 

ARMSTRONG  BROS.  TOOL  CO., Chicago. 


ARNOLO,SCHWINN&CO, 


CHICAGO. 


WORLD  BICYCLES. 

Jobbing  Wheels  a  Specialty. 
LARGEST  INDEPENDENT  MAKERS  «N  THE  COUNTRY. 


Upon  receipt  of  35  cents  in  stamps  we  will  mail  one 
dozen  of  the  MAGIC  as  a  sanrple  trial  to  any  part  of 
U.  S.  A.    Ask  your  jobber  for  it. 


HAS  APOINTONLYXelN.  DIAMETER. 


Bicycle  salesmen  wanted  to  handle  the  MAGIC  as  a 
side  line. 

THE  MAGIC  REPAIR  TUBE  CO.,  248  LARRABEE  ST.,  CHICAGO,  ILL. 


CINCH 


COASTER 
BRAKE.^^ 

SELF-RELEASING-NO  "sQUeVkInG^  ° 

IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  bars  and  extensions  tor  1902  and 
you  will  be  agreeably  surprised.  Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St..  Boston,  Mass. 


The  Crosby  Company, 

BUFFALO,    N.   Y., 

Sheet  Metal  Stamping. 


^be  H6miral 

THE  ONLY  LAMP  WHICH  BURNS 
EITHER  OIL  OR  GAS. 

...Made  by... 
THE  ADMIRAL  LAHP  CO..     -     flarysviile,  Ohio. 


"D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

kBSOLUTELT  THE  BEST     Quad  and 
Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


Sterling  Continuous 


NON-WINDINO. 


SinPLE,     con  PACT, 
DURABLE. 


EVERY  BELL  GUARANTEED. 


Ringing  Chime. 

NON=REVOLVINQ. 

Clear,  Loud,  Penetrating 
Alarm. 


N.  N.   HILL   BRASS   CO., 

EAST  HAMPTON,  CONN. 


Sole 
Manufacturers 


XR  SALE  BY  THE  WHOLESALE  HARDWARE  AND 
SPORTING  GOOD     DBa1.B2.«. 


( PATENT  PENDING.) 


SALESROOMS: 


»4>86  Chambers  St.,  NEW  YWK 
45  PtmtX  St.,  BOSTON. 


The  Bicycling  World 


Volume  XLIV. 


AND  MOTOCYCLE  REVIEW. 

In  which  is  incorporated  "The  Wheel  and  Cycling  Trade  Review**  and  the 
New  York,  U.  S.  A.,  Thursday,  February 


TUBING  TAKES  A  TURN 


Shortage  not  Impossible,  Anottier  Advance 
in  Price  Practically  Certain. 


While  it  is  known  that  the  demand  for 
steel  of  all  sorts  is  so  pressing  as  to  cause 
embaiTassment  in  some  industries,  and  sev- 
eral cycle  manufacturers  have  been  among 
those  who  have  felt  the  effects,  the  situation 
appears  to  be  growing  more  acute  and  is  not 
entirely  outside  the  realm  of  possibility  that 
a  shortage  of  tubing  may  ensue. 

The  call  for  tubing  from  all  directions  is 
so  great  that  despite  the  increase  in  price 
some  of  the  mills  are  reported  to  be  showing 
a  disposition  to  sidetrack  orders  for  bicycle 
stock  in  favor  of  those  for  the  tubing  that 
nets  them  more  money. 

The  immediate  future  will  decide  the  mat- 
ter of  shortage,  but  with  that  contingency  in 
view  the  Bicycling  World  is  able  to  state  that 
a  shrewd  judg^  of  events  is  figuring  on 
bringing  over  a  supply  of  imported  tubing- 
something  that  has  not  been  done  in  some 
eight  or  ten  years. 

Incidentally  and  in  addition  to  the  20  per 
cent  increase  already  made  by  the  Shelby 
Steel  Tube  Company,  another  advance  is  in 
contemplation  and  is  practically  certain. 
That  company  will  cease  to  make  forksldes, 
stays,  etc.,  and  will  confine  themselves  en- 
tirely to  straight  stock,  not  cut  to  lengths. 
It  will  also  be  their  policy  to  require  cash 
against  bill  of  lading,  the  credit  system  being 
abandoned. 


Germany  Still  Gaining  Ground. 

German  statistics  indicate  that  that  coun- 
try's expansion  of  cycle  exports  and  contrac- 
tion of  imports  are  ueing  well  maintained. 

According  to  the  figures  for  the  eleven 
months  ending  with  November,  1901,  the  im- 
ports have  diminished  from  7,388  cwts.  dur- 
ing the  same  period  of  the  previous  year  to 
4,838  cwts.,  and  of  these  78  cwts.  were  moto- 
cycles.  Of  the  ordinary  cycles,  1,584  came 
from  the  United  States,  1,018  from  Austria, 
646  from  Belgium,  618  from  Prance  and  only 
408  from  Great  Britain. 

During  the  same  period  the  cycle  export 


has  increased  from  29,818  cwts.  in  1900 
33,932  cwts.  in  1901,  and  among  these  a: 
300  cwts.  motor  cycles.  Great  Britain  too 
3,350,  France  1,748,  Belgium  2,394,  Denmark 
3,756,  Italy  1,416,  Holland  5,406,  Austria 
4,096,  Russia  2,746,  Sweden  2,826,  and  Switz- 
erland 3,064  cwts.  Only  Belgium,  Austria 
and  Argentine  diminished  their  quantities; 
all  others  increased. 


Hunt  Again  in  the  Saddle. 

The  Hunt  Mfg.  Co.,  of  Westboro,  Mass., 
is  to  be  reinstituted,  or  rather  a  new  com- 
pany under  the  old  name,  and  which  will 
use  the  old  Hunt  factory,  is  in  process  of 
formation.  The  interested  parties  are  J.  A. 
Hunt,  F.  W.  Forbes  and  J.  E.  Weatherwax. 
They  will  manufacture  leather  goods  and 
specialties.  Before  the  Hunt  interests  were 
absorbed  by  the  American  Saddle  Co.  the 
Hunt  bicycle  saddle  was  a  rapidly  increas- 
ing factor  in  the  trade. 


Hart's  new  Berth. 

Howard  S.  Hart  has  been  elected  vice- 
president  and  general  manager  of  the  Rus- 
sell &  Erwin  Co.,  of  New  Britain,  Conn., 
one  of  the  largest  manufacturers  of  hard- 
ware specialties  in  the  country.  Mr.  Hart 
has  a  large  acquaintance  in  the  cycle  trade, 
having  for  years  been  the  general  manager 
of  the  Hart  &  Cooley  Co.,  of  South  Chicago, 
111.,  who  were  absorbed  by  the  American  Bi- 
cycle Co.  at  the  time  of  its  organization. 


White  to  the  Front. 

One  of  the  Shelby  steel  tube  men  who  has 
developed  since  the  absorption  of  the  com- 
pany by  the  United  States  Steel  Corporation 
is  H.  S.  White,  who  has  been  made  assist- 
ant general  sales  agent.  He  was  at  one 
time  connected  with  the  Pope  Tube  Works, 
and  later  occupied  a  minor  position  in  the 
Shelby  ofiice  in  New  York. 


Wood  Goes  to  Detroit. 

Charles  E.  Wood,  former  superintendent 
of  the  Pope  Tube  Co.,  of  Hartford,  Conn., 
and  for  the  last  year  located  at  Toledo, 
Ohio,  as  manager  of  Factory  D  of  the  Shel- 
by Steel  Tube  Co.,  has  resigned  that  position. 
He  will  assume  the  superintendency  of  the 
Seamless  Steel  Tube  Co.,  of  Detroit,  Mich. 


Issued  lor  a  Meeting  at  Utica— 
'StSfe  Organization  Possible. 


It  is  extremely  probable  that  before  the 
close  of  the  current  week  it  will  be  known 
definitely  whether  or  no  the  jobbers  of  New 
York  State  are  as  anxious  to  get  together 
for  mutual  self  help  and  correction  of  abuses 
and  grievances  as  some  of  them  have  made 
believe. 

The  effort  in  that  direction,  that  is,  the 
effort  to  form  an  association  of  jobbers,  as- 
sumed tangible  form  late  last  week,  when  a 
call,  invitation  or  suggestion  of  a  meeting 
for  the  purpose  of  organization  was  mailed 
to  those  whose  interests  are  involved. 

The  communication  suggested  Utica  as  a 
central  point  for  the  proposed  meeting  and 
Febi'uary  26  as  a  convenient  date. 


When  Johnson  "  JVIakes  Good.  " 

The  Johnson  Wheel  Co.  has  been  organ- 
ized at  New  Orleans,  La.,  with  $1,000,000 
capital,  and  a  plant  will  be  established  there 
at  an  uncertain  date  fixed  at  "as  soon  as  cer- 
tain conditions  have  been  complied  with." 
The  company  has  bought  from  J.  N.  Johnson 
the  patents  on  a  spring  wheel  for  bicycles 
and  automobiles,  etc.  The  oiflcers  of  the 
company  are  Albert  Mackie,  president;  J.  N. 
Johnson,  vice-president;  E.  H.  McFall,  secre- 
tary. Mr.  Johnson  is  from  Hattiesburg,  Miss. 


Asks  $5,000  for  Spoiled  Face. 

Because  of  injuries  alleged  to  have  been 
received  while  in  the  employ  of  the  defend- 
ants, E.  J.  Kronsberger  has  instituted  suit 
against  the  Canada  Cycle  and  Motor  Co.,  of 
Toronto,  for  $5,000  damage.  The  injury 
was  received  in  a  rather  unusual  manner, 
a  wrench  which  was  caught  in  a  revolving 
machine  at  which  he  was  working  being 
thrown  into  Kronsbergei''s  face,  disfiguring 
him  for  life. 


Royal  to  Remove  to  New  York. 

The  Royal  Motor  Works  will  shortly  re- 
move from  Chicopee  Falls  to  this  city.  The 
lease  of  the  New  York  premises  will  prob- 
ably be  executed  within  a  week. 


532 


THE  BICYCLING  WORLD 


RECORD  BREAKING  YEAR 


Patent    Office    Report   Shows  Increase  of 
American  Ingenuity— Connecticut  Leads. 


According  to  the  annual  report  of  the  Com- 
missioner of  Patents,  there  were  received 
during  1901  43,973  applications  for  mechani- 
cal patents,  2,361  applications  for  design  pat- 
ents, 115  applications  for  reeissues  of  pat- 
ents, 2,410  applications  for  registration  of 
trade  marks,  1,0G4  applications  for  registra- 
tion of  labels  and  233  applications  for  regis- 
tration of  prints.  ^  , 

There  were  issued  the  record  breaking 
total  of  27,292  patents.'  including  designs,  81 
patents  reissued,  1,928  trade  marks  regis- 
tered, 878  labels  and  159  prints.  The  number 
of  patents  that  expired  was  19,147.  The 
number  of  allowed  applications  awaiting  the 
paj'ment  of  final  fees  was  8,369.  The  num- 
ber that  were  forfeited  for  non-payment  of 
the  final  fees  was  4,111.  The  total  expendi- 
tures were  $1,297,385.64.  The  receipts  over 
expenditures  were  $152,012.52.  The  total  bal- 
ance to  the  credit  of  the  Patent  Office  in  the 
Treasury  of  the  United  States  on  January 
1,  1902,  was  $5,329,471.07. 

In  proportion  to  population  more  patents 
were  issued  to  citizens  of  Connecticut  than 
to  those  of  any  other  State— 1  to  every  1,198. 
Next  in  order  are  the  following:  District  of 
Columbia,  1  to  every  1,296;  Massachusetts, 
1  to  every  1,472;  New  Jersey,  1  to  every 
1,572;  Rhode  Island,  1  to  every  1,581;  Colo- 
rado, 1  to  every  1,718;  New  York,  1  to  every 
1,773;  California,  1  to  every  1,959;  Illinois, 
1  to  every  1,984;  Pennsylvania,  1  to  every 
2,221;  Ohio,  1  to  every  2,417;  Washington,  1 
to  every  3,012;  Michigan,  1  to  every  3,198; 
Delaware,  1  to  every  3,298;  Oregon,  1  to 
every  3,308;  New  Hampshire,  1  to  every 
3,776;  Indiana,  1  to  every  3,812;  Missouri,  1 
to  every  3,840;  Wisconsin,  1  to  every  3,903; 
Iowa,  1  to  every  3,908;  Maryland,  1  to  every 
4,013;  Montana,  1  to  every  4,055;  Minnesota, 
1  to  every  4,199;  Maine,  1  to  every  4.480; 
Vermont,  1  to  every  4,707;  Utah,  1  to  every 
5,081;  Nebraska,  1  to  every  5,151;  Idaho,  1 
to  every  5,578;  Kansas,  1  to  every  5,905; 
Nevada,  1  to  every  6,047;  Arizona  Territory, 
1  to  every  6,470;  Wyoming,  1  to  every  6,609; 
North  Dakota,  1  to  every  7,092;  West  Vir- 
ginia, 1  to  every  8,125;  Oklahoma  Territory, 
1  to  every  8,298;  New  Mexico  TeiTitory,  1  to 
every  8,491;  Texas,  1  to  every  8,993;  South 
Dakota,  1  to  every  9,338;  Virginia,  1  to  every 
9,657;  Kentucky,  1  to  every  9,849;  Florida, 
1  to  every  9,972;  Tennessee,  1  to  every  10,415. 

The  fewest  patents  granted  in  proportion 
to  the  number  of  inuabitants  were  in  the 
following  States  and  Territories:  Alaska  Ter- 
ritory, 1  to  every  31,796;  South  Carolina,  1 
to  every  28,517;  Alabama,  1  to  every  22,300; 
North  Carolina,  1  to  every  18,386;  Mississ- 
ippi, 1  to  every  18,038;  Indian  Territory,  1  to 
every  17,820;  Georgia,  i  to  every  14,874. 

As  to  foreign  patents,  1,045  were  granted 
to  residents  of  Germany;  986  to  those  of 
England;  376  to  those  of  Canada;  306  to 


those  of  Francee;  156  to  those  of  Austria- 
Hungary;  56  to  those  of  Switzerland;  55  to 
those  of  Scotland;  54  to  those  of  Belgium; 
53  to  those  of  Sweden;  37  to  those  of  Italy; 
35  to  those  of  Victoria;  30  to  those  of  Den- 
mark; 29  to  those  of  Russia;  Ireland  and 
New  Zealand,  25  each;  New  South  Wales 
and  Norway,  20  each;  19  to  those  of  the 
Netherlands;  11  to  those  of  Mexico;  9  to 
those  of  the  South  African  Republic;  8  to 
those  of  South  Australia;  Argentina  and 
Queensland,  5  each;  Cuba  and  India,  4  each; 
Colombia,  Egypt,  Roumania  and  Western 
Australia,  3  each;  Cape  Colony  and  China, 
2  each,  and  Algeria,  Bermuda,  Brazil,  Ja- 
maica, Japan,  Java,  Jersey,  Peru,  San  Sal- 
vador, South  Africa,  Spain,  Turkey  and  Tur- 
key in  Asia,  1  each. 


VETERANS  SWAP  STORIES 


Some  Interesting  and  Amusing  Experiences 
Related  by  Those  Most  Concerned. 


How  to  use  a  Monkey  Wrench. 

While  almost  every  man  fancies  he  knows 
how  to  use  a  monkey  wrench,  an  extended 


discussion  of  the  subject  in  a  mechanical 
journal  in  which  differing  opinions  are  ex- 
pressed indicates  that  all  men  do  not  agree. 
The  majority  of  people  will,  however,  be 
wjlling  to  accept  the  decision  of  such  an  ex- 
perienced man  as  F.  C.  Billings,  superinten- 
dent of  the  Billings  &  Spencer  Co.,  who 
gives  it  as  his  opinion  that  "the  proper  way 
to  use  the  wrench  is  to  'push  down';  the 
way  to  ruin  the  usefulness  of  the  wrench  in 
the  shortest  possible  time  is  to  'pull  up." 

'•Our  reasons  for  the  statement,"  he  adds, 
"are  that  the  reliability  of  the  wrench  de- 
pends wholly  upon  part  "A"  (shown  by  ac- 
companying illustration)  being  firmly  and  se- 
curely held  in  its  proper  place.  In  the  ordin- 
ary wrench  the  most  essential  feature  is  the 
ability  of  the  bar  "B"  to  withstand  a  bend- 
ing strain.  If  you  "push  down"  the  bar  is 
reinforced  by  the  sliding  jaw  and  the  ad- 
justing screw,  which  are  fundamentally  held 
in  place  and  supported  by  the  part  "A."  If 
you  "pull  up"  there  is  no  support  to  the  bar, 
and  if  the  bar  is  bent,  the  part  "A"  is  drawn 
away  from  its  support  of  the  adjusting 
screw,  and  consequently  the  jaw  slips  away 
from  its  work,  the  utility  of  the  wrench  be- 
ing thereby  destroyed." 


Plaintiff  Gets  a  Six-Cents  Verdict ! 

The  Delaware  Superior  Court  last  week 
heard  the  long  pending  suit  of  the  Wilming- 
ton Cycle  Co.  vs.  Griffin  Rash.  After  Graham 
Taggart,  a  bookkeeper  for  the  company,  had 
testified  that  Rash  obtained  a  bicycle,  agree- 
ing to  pay  .$38  for  it,  on  weekly  instalments, 
but  ceased  making  payments  after  the 
amount  had  reached  $30  75,  the  case  went  to 
the  jury,  which  promptly  returned  a  verdict 
of  six  cents  damages  for  the  plaintiff.  The 
cycle  company  went  out  of  existence  about 
a  year  ago. 

Judgment  for  $204  in  favor  of  the  Acme 
Cycle  Co.  vs.  Philip  A.  Williams,  jr.,  and 
Walter  G.  Morse  was  entered  in  New  York 
this  week. 


Whenever  the  New-York  trade  veterans 
who  comprise  the  Metropole  Cycling  Club 
get  together,  there  is  usually  some  tall  swap- 
ping of  yarns  and  experiences. 

After  a  recent  meeting,  a  party  of  them 
fell  to  relating  incidents  of  the  sort,  a  begin- 
ning being  made  by  one  man  who  remarked 
the  amusing,  if  aggravating,  ignorance  dis- 
played by  some  of  those  who  have  motor  bi- 
cycles. He  instanced  the  case  of  a  dealer  in 
Colorado  who,  after  warm  condemnation  of 
the  machine,  returned  it  to  the  factory  in  the 
p]ast  for  examination.  When  it  arrived  it 
required  less  than  five  minutes  to  discover 
that  the  only  thing  the  matter  was  that  the 
batteries  had  been  exhausted.  The  dealer 
paid  something  like  $10  in  express  charges 
for  his  ignorance. 

"It  reminds  me  of  one  of  the  things  that 
happened  in  the  early  days  of  the  pneu- 
matic tire,"  rejoined  Charles  E.  Miller,  who 
was  not  then  as  now  a  well  known  jobber. 
"We  had  an  argument  with  a  dealer  in  Balti- 
more (he  gave  his  name)  about  a  punctured 
tire,  and  finally  to  settle  the  matter  told  him 
to  send  it  on  for  examination.  He  was  evi- 
dently anxious  to  save  express  charges,  so 
what  do  you  think  the  fellow  did?" 
No  one  ventured  a  guess. 
"I'll  be  danged,"  went  on  Miller,  "if  he 
didn't  cut  out  of  the  tire  the  piece  in  which 
the  puncture  was  located  and  sent  it  to  us 
by  mail." 

Miller  did  not  crack  a  smile  as  he  said  it. 
"One  of  the  funniest  experiences  I  ever 
had,"  said  M.  L.  Bridgman,  who  now  has  a 
cycle  store  of  his  own,  "happened  when  I 
first  went  on  the  road  for  Gormully  &  Jef- 
fery.  I  was  new  at  the  business  and  felt 
that  I  must  do  exactly  as  I  had  been  in- 
structed. One  of  the  things  I  had  been  told 
to  do  was  to  collect  an  account  from  a  small 
dealer  in  a  small  town  in  New-Jersey.  When 
I  got  there  I  found  that  the  young  fellow's 
'store'  was  his  residence,  and  that  about  all 
he  owned  was  a  rusty  full  nickeled  ordinary. 
He  had  taken  it  apart  to  have  it  renickeled, 
but  I  told  him  resolutely  that  I  must  have  it 
to  satisfj'  the  indebtedness,  and  he  finally 
agreed  to  turn  it  over. 

"We  hunted  up  all  the  parts,  put  the  ma- 
chine together  and  then  discovered  that  we 
had  no  crate.  He  said  he  didn't  know  where 
one  was  obtainable  or  where  we  could  get 
wood  enough  to  make  one.  While  I  was 
cudgelling  my  brain,  my  eye  lit  on  the  picket 
fence  that  surrounded  his  house.  I  sug- 
gested that  the  pickets  would  serve  very 
nicely,  and  as  he  ouered  no  objection,  I  be- 
gan tearing  them  off.  He  helped  me  and  we 
made  the  crate  and  finally  got  the  bicycle  to 
the  express  office. 
"I  have  to  laugh  whenever  I  think  of  the 


The  bicycling  world 


533 


incident.  I  suppose  it  was  tlie  first  time  a 
bicycle  drummer  ever  tore  down  part  of  a 
man's  liome  to  collect  an  account." 

Tlie  veteran  Will  R.  Pitman,  who  was 
present,  recalled  Bridgman's  best  customer 
and  Bridgman's  eyes  took  on  a  longing  look. 
The  customer  it  transpired  was  a  wealthy 
New-York  cracker  manufacturer  named 
Brinkerhoff,  who  had  a  peculiar  fad,  that  of 
presenting  bicycles  to  all  his  friends,  or  to 
any  one  to  whom  he  took  a  fancy.  In  one 
season  he  gave  away  nearly  200,  and  Bridg- 
nian  estimated  that  in  all  he  had  purchased 
some  400  of  him. 


COMIC  OPERA  PEACE 


Qerman    llakers  and   Dealers  Settle  Their 
Long  Standing  Differences— The  Terms. 


The  Love  of  Money. 

If  you  love  sand  better  than  anything  else 
you  will  seek  the  desert  and  revel  in  the 
monotonous  wealth  of  it. 

Conversely,  if  you  live  in  a  desert  you  may 
grow  to  love  its  sands. 

A  man  may  love  this  world's  goods  and  for 
the  sake  of  wealth  seek  the  mad  markets 
where  all  are  struggling  to  the  like  end. 

It  is  right  and  proper  to  desire  a  compe- 
tence, and  the  business  world  is  the  place  to 
go  for  it.  Once  within  its  excitements,  its 
problems,  its  allurements,  its  promises,  its 
engrossing  cares— what  then?  Groveling  on 
hands  and  knees,  with  eyes  eagerly  bent  on 
the  "love"  of  money— will  you  dig  this  "root 
of  all  evil"  and  never  look  up  to  the  blue  sky 
above,  nor  see  the  beauties  all  around? 

There  were  evil  enough  in  the  love  of 
money  if  it  did  no  more  than  this:  rob  a  man 
of  interest  in  mankind;  cut  him  off  from  the 
social  privileges  and  countless  blessings  that 
lie  beyond  the  cold  glitter  of  gold,  and  hold 
him  back  from  progress — from  growth  of 
soul,  mind,  even  of  the  body. 

A  boy  starts  out  in  a  fair  field,  with  bright 
mental  equipment,  of  a  broad  and  generous 
mind.  Let  him  be  wedded  to  money  making 
.  —and  what  happens? 

He  can  find  "no  time"  for  self-improve- 
ment. He  grows  narrow  and  prejudiced.  He 
must  of  necessity  also  grow  selfish.  Unless 
"it  pays"  he  wants  no  pai"t  of  anything.  Un- 
less he  "sees  a  dollar  in  it"  lie  cannot  enter 
an  attempt  of  any  kind. 

His  brain  grows  calculating,  his  heart 
grows  hard.  He  becomes  a  clod,  a  tripping 
stone  to  the  teeming  millions  who  busy  them- 
selves with  the  real  world's  work,  doing  it 
in  the  spirit  which  feeds  the  mind  and  ex- 
pands the  heart. 

I  pity  the  man  who  loves  money — instead 
of  the  invisible  things  money  buys,  says  the 
writer  who  voices  these  opinions.  We  all 
put  ourselves  within  the  reach  of  temptation 
when  we  go  amid  the  money  making  ma- 
chinery. 

But  with  realization  of  the  truth,  the  self- 
admission  that  "money  isn't  everything,"  we 
may  safely  labor  and  acquire— acquire  for 
use,  not  for  storage 


Canfields  at  $3. 

TTie  Canfield  Brake  Co.  has  reduced  the 
retail  price  of  its  coaster  brake  to  $3.  As 
will  be  recalled,  the  Canfield  is  the  detach- 
able and  not  of  the  hub  contained  type. 


After  four  years  of  unceasing  warfare 
peace  between  the  German  Cycle  Dealers' 
Association  and  the  German  Manufacturers' 
Union  is  in  sight— peace  on  opera  boufCe 
terms. 

The  cycle  show  has  been  the  chief  bone  of 
contention  between  the  two  organizations, 
the  dealers  favoring  it  and  promoting  one  an- 
nually, and  the  manufacturers  as  resolutely 
opposing  it.  Since  the  fight  started  the  ranks 
of  both  sides  have  been  considerably  thinned, 
and  with  tlie  thinning  came  desire  for  peace. 

Overtures  to  that  end  led  to  the  appoint- 
ment of  an  arbitration  committee,  and  it  is 
this  committee  that  has  presented  a  comic 
opera  "treaty"  for  ratification.  On  their 
part  the  retailers'  association  declines  to  ab- 
stain from  cycle  shows,  but  they  agree  that 
no  bicycles  or  anything  relating  to  bicycles 
will  be  exhibited  at  such  shows!  It  is  stipu- 
lated that  the  affair  shall  be  stjded  the  Cycle 
and  Motor  Show,  but  the  ridiculousness  of 
such  a  title  while  cycles  themselves  are 
barred  does  not  appear  to  have  occurred  to 
the  peace  commissioners. 

In  return  for  this  extreme  liberality  the 
manufacturers'  union  agrees  to  permit  the 
retailers  to  advertise  in  their  official  organ. 

The  entire  situation  is  worthy  of  typical 
Hibernians  rather  than  Germans,  and  the 
terms  of  peace  are  rendered  the  funnier 
when  it  is  recalled  that  a  year  or  two  since 
the  manufacturers  offered  the  retailers  a 
substantial  sum  of  money  if  they  would 
agree  to  desist  from  cycle  shows. 

The  real  cause  of  the  war  appears  to  have 
been  the  jealousy  or  fear  of  foreign  compe- 
tition that  filled  the  German  makers.  They 
boycotted  any  paper  that  accepted  the  ad- 
vertisement of  a  foreign  bicycle,  and  refused 
credit  to  any  dealer  who  handled  such  goods. 
They  opposed  shows  apparently  for  the  same 
reason;  they  not  only  did  not  desire  that 
their  countrymen  have  an  opportunity  of 
reading  of  the  imported  article,  but  were 
even  more  anxious  that  they  have  no  chance 
to  see  it. 

On  Doing  One's  Best. 

There's  many  a  truth  spoken  in  jest,  we 
say,  but  the  fact  is,  underneath  anything 
really  appealing— on  the  funny  side  or  any 
other— lies  some  truth. 

We  lose  force  when  we  hit  nothing,  says 
the  Business  World.  The  man  who  wrote 
the  following  verse  stated  a  truth.  By  skill- 
ful word  juggling  it  appears  sarcastically 
funny: 

Who  "builded  better  than  he  knew" 

Was  not  exactly  skilled 
In  building  tricks,  for  builders  now 
Know  better  than  they  build. 
The  writer  meant  building  with  stone  and 
brick;  but  the  same  thing  may  be  applied 
with  equal  force  to  all  the  world's  workers. 


mental  as  well  as  physical.  He  who  puts 
thought  into  any  visible  form  "biiilds." 
Often  he  builds  better  than  he  knows,  but 
oftener  he  knows  better  than  he  builds. 

There's  a  human  weakness  that  permits — 
yes,  encourages— one  to  allow  work  to  pass 
from  his  hands  before  it  is  perfectly  well 
done.  He  could  nearly  always  "build  better" 
if  he  would.  His  ideals  stand  clear  and 
strong— there's  no  excuse  of  mental  blind- 
ness—but from  some  cause  he  doesn't  strive 
long  and  hard  to  realize  those  ideals.  He  is 
for  the  most  part  content  to  "know  better" 
than  he  "builds." 

What  is  that  cause? 

Is  it  "mental  laziness"?  In  many  people  it 
seems  to  be  that.  In  others  it  is  lack  of  con- 
science. They  are  loosely  satisfied  with  in- 
different results  if  those  results  "will  do." 

Sometimes  we  go  along  the  slippery,  slid- 
ing path  of  mediocrity  from  lack  of  sufficient 
interest  to  investigate  the  cause  of  poor  or 
indifferent  success.  "Nothing  is  good  enough 
that  can  be  made  better." 

Until  we  have  done  our  best,  we  have 
failed  to  do.  Any  effort  short  of  the  com- 
plete is  effort  made  simply  to  put  the  real 
task  away  from  us.  To  continually  dodge 
the  duty  of  the  supreme  endeavor  is  our 
daily  habit.  To  meet  each  case  in  the  op- 
posite spirit  would  add  to  our  success-equip- 
ment. 

Wise  are  we  if  we'll  try  to  do  our  best  in 
all  work,  satisfied  that  we  do  not  "know  bet- 
ter" than  we  build,  but  confident  that  we 
shall  continually  build  better  than  we  know. 


Thomas's  new  Factory. 

Since  their  orignal  decision  to  build  a 
factory  of  their  own,  the  E.  R.  Thomas  Mo- 
tor Co.,  of  Buffalo,  have  considerably  en- 
larged and  elaborated  the  plans  of  the  plant. 

Instead  of  a  one  story  building  of  compara- 
tively modest  dimensions,  the  building  will 
be  a  two  story  structure,  155x120  feet. 
Pressed  brick,  stone  and  iron  will  be  used  in 
its  construction.  The  new  plant,  which  is 
already  under  way,  is  located  on  Niagara 
street,  near  Ferry,  and  close  by  the  Niagara 
River.  It  affords  some  splendid  views  of  not 
only  that  river,  but  Lake  Erie,  Canada  and 
the  Erie  Canal.  The  plant  will  be  lighted 
by  electricity,  generated  by  a  gas  engine,  and 
will  be  equipped,  of  course,  with  the  most 
modern  appliances  for  the  construction  of 
motors  and  all  that  pertains  thereto.  The 
factory  will  be  so  arranged  that  a  motor  will 
start  in  the  rough  at  one  end  and  come  out 
completed  at  the  other  end. 

The  ground  on  which  the  plant  is  located 
is  saturated  with  history,  having  been  at 
one  time  the  location  of  the  home  of  ex- 
President  Cleveland,  and  previous  thereto 
was  the  home  of  a  number  of  other  prom- 
inent Buffaloans. 


"A  business  man  keeps  his  purchase  prices 
to  himself.  You  are  a  business  man,  so  you 
will  keep  this  price  list  out  of  sight,"  is  the 
superscription  on  a  New  England  discount 
sheet  which  has  just  seen  the  light. 


534 


THE  BICYCLING  WORLD 


II 


WE  HAVE 

NUMEROUS  "GOOD  THDSfGS^^ 

FOR  1902. 


IT  WAS  A 


National 


LIKE  THIS 

THAT  FENN  RODE 
WHEN  HE  MADE  THE 
5  MILE  WORLD'S  UN- 
PACED  COMPETITION 
RECORD,  J0.33  2-5.       :: 


National  Cycle  Mfg*  Co^^ 

BAY  QTY,  MICH. 


FISK  TIRES. 


i 

S 
K 

T 
I 

R 
E 

S  

FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 

BOSTON.  SPRINQFIELD,  NEW  YORK.  PHILADELPHIA,  SYRACUSE, 

604  Atlantic  Ave.  40  Dwight  St.  83  Chambers  St.  916  Arch  St.  423  So.  Clinton  St, 

BUFFALO,  DETROIT,  CHICAQO,  SAN  FRANCISCO. 

28  W.  Oenesee  St.  252  Jefferson  Ave.  54  State  St.  114  Second  St. 


MR.  DEALER — our  tire  proposition  is  an 
interesting  one.  If  our  traveler  has  not 
called  upon  you,  send  us  a  line. 

You  will  be  wise  if, 
"  You  buy  the  FISK  and  run  no  RISK  " 


THE  BICYCLING  WORLD 


535 


-THE 


FOUNDEDi 

^n«»A#rOCyCLE  REV1EW<»«^ 

In  whlcb  Is  Incorporated 
'  ^ne  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  GOODMAN  ©OMPHNY, 

133-125  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


Subscription,  Per  Annum  [Postage  Paid]  $2.00 
Single  Copies  [Postage  Paid]  .  .  .  10  Cents 
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Invariably  in  Advance. 

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should  be  made  payable  to  The  Goodman  Company. 


Entered  as  second-class  matter  at  the  New  York,  N.  Y., 
Post  OfSce,  September,  1900. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

|^P°*  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

•  !EP~  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 

New  York,  February  20,  1902. 


"Openings"  and  Their  Opportunities. 

While  the  semi-blizzard  of  the  weeli  which 
prevailed  throughout  the  East  and  buried 
the  country  under  a  heavy  mantle  o£  white 
makes  the  term  "opening  day,"  as  applied 
to  the  cycle  trade,  rather  a  mockery,  the  day, 
February  22,  will  be,  as  usual,  observed  in 
many  places  in  New  England,  in  particular, 
weather  or  no  weather. 

Though  atmospheric  and  underfoot  condi- 
tions may  militate  against  February  22,  or 
against  any  other  day  that  dealers  may  fix 
upon  for  "openings,"  the  most  should  be 
made  of  such  occasions. 

The  trade  should  know  how  to  put  its  best 
foot  forward,  but  in  doing  so  the  mouth 
should  not  be  forgotten.  For  it  is  out  of 
trade  mouths  that  much  injury  to  cycling 
interests  have  come. 

People  will  congregate  at  "openings"  and 
people  will  talk.  The  altered  state  of  the 
trade — the  difference  between  the  present 
and  the  days  of  the  boom  is  sure  to  be  a 
fruitful  subject  for  discussion,  and  the  deal- 


ers who  value  their  own  interests  should  see 
to  it  that  their  employees  talk  cheerfully  and 
reasonably  when  occasion  presents.  They 
should  not  be  permitted  to  indulge  in  or 
carry  along  prattle  about  the  "collapse  of  the 
bicycle  industry,"  the  slump,  "passing  of 
the  fad"  and  other  thoughtless  rot  of  the 
sort.  They  should  be  instructed  rather  to 
lose  no  opportunity  to  point  out  and  dilate 
on  the  difference  between  the  normal  and 
the  abnormal,  the  rational  and  the  irrational, 
the  epidemic  and  the  healthful  growth  of 
trade  or  demand  for  a  particular  article. 
They  should  seek  to  show  people  that  in  the 
light  of  to-day  the  bicycle  boom  was  one  of 
the  most  unfortunate  visitations  an  industry 
ever  experienced,  and  that  the  thoughtless 
comparisons  made  by  most  men  and  papers 
are  unfair  and  untrue. 

AVe  are  not  certain  but  that  a  few  show 
cards  bearing  sentiments  of  the  sort  and 
prominently  displayed  would  not  prove  a 
happy  thought  and  do  much  to  turn  the  pub- 
lic mind  in  the  proper  channel.  The  idea  is 
full  of  possibilities  and  is  worth  considera- 
tion. 

But  show  cards  or  no  show  cards,  "open- 
ing days"  or  ordinary  days,  the  thing  is  to 
talk  cheerfully  and  hopelessly  and  to  spread 
the  spirit.  When  people  visit  a  house  of 
gloom  they  partake  of  the  gloom.  When 
they  enter  an  atmosphere  of  light  and  good 
cheer  they  are  similarly  infected  by  it.  See 
to  it  that  you  do  your  share  of  such  infect- 


On  the  Porch  of  Oblivion. 

It  cannot  be  said  that  the  result  of  the 
Torrington  meeting  and  of  the  annual  elec- 
tion of  the  League  of  American  Wheelmen 
last  week  offers  any  great  promise  of  re-" 
newed  strength,  activity  or  usefulness  on  the 
part  of  the  organization. 

The  officers  chosen  have  been  identified 
with  the  star  chamber,  do-nothing  policy  that 
has  ruled  for  the  last  two  years.  They  were 
the  lieutenants  of  the  greatest  "I  am"  who 
ever  filled  the  presidential  chair,  and  as  he 
and  they  did  nothing  but  talk  and  keep  the 
League's  light  hidden  under  a  bushel,  it 
would  be  unfair  to  expect  that  his  former 
colleagues  will  change  their  spots  merely  be- 
cause he  has  left  them.  We  would  that  we 
might  express  a  contrary  belief,  but  the 
records  of  the  past  and  the  promise  of  the 
immediate  future  do  not  permit  of  it. 

The  dominating  chord  of  the  Torrington 
meeting  appears  to  have  been  "reduce  ex- 
penses"—to  prepare  for  further  contraction 
rather  than  for  expansion.    We  cannot  find 


tliat  anything  whatsoever  was  done  that 
makes  for  a  renewal  of  interest  or  activity. 
True,  the  secretary's  salary  was  placed  on  a 
per  capita  basis— ten  cents  per  member— in 
the  belief,  we  suppose,  that  he  must  get  out 
and  hunt  up  members  to  earn  a  living  in- 
come for  himself.  But  as  the  secretary  must 
necessarily  spend  his  ten  cents  in  the  effort 
the  ridiculousness  and  impossibility  of  the' 
situation  is  apparent. 

The  results  of  the  meeting  were  distinctly 
disappointing.  It  afforded  an  excellent  op- 
portunity, but  the  only  suggestion  that 
promised  a  new  order  of  Lyings  was  per- 
mitted to  die  aborning  and  to  all  appear- 
ances solely  because  it  would  be  a  blow  at 
the  pride  and  titles  of  a  handful  of  State  of- 
ficials. 

The  League's  only  hope  now  rests  not  in 
its  policy,  but  in  its  men.  If  the  men— the 
national  officers— are  able  to  belie  their  past, 
if  President  Howell  and  Vice-President  Bel- 
den  will  but  do  more  than  talk  and  write 
letters  in  their  offices— if  they  will  plan  some- 
thing and  carry  it  out  and  appoint  commit- 
tees that  will  do  as  much  or  that  will  be  re- 
moved if  they  fail  to  work,  then  there  is 
hope  and  a  future  for  the  organization. 

If  they  permit  men  and  things  to. merely 
drift  as  has  been  the  case  for  two  years  or 
more,  the  door  of  oblivion,  on  the  porch  of 
which  it  already  stands,  will  surely  open  for 
the  League. 

Will  Messrs.  Howell  and  Belden  rise  to  the 
occasion? 


Importance  of  Lubricating  Oil. 

A  condition  and  not  a  theory  that  con- 
fronts the  users  of  small  air  cooled  motors  is 
tlie  ability  to  procure  suitable  lubricating  oil 
for  the  piston  and  cylinder.  Let  the  average 
purchaser  go  to  a  dealer  in  lubricating  oils 
and  tell  his  wants  and  the  chances  for  hav- 
ing them  intelligently  filled  are  particularly 
minor. 

It  is  not  that  the  dealer  is  given  to  chican- 
ery for  the  love  of  it  that  prevents  his  doling 
out  the  proper  article,  but  because  he  is 
really  without  experience,  and  more  than  all 
because  he  would  find  it  hard  to  procure  the 
goods,  even  if  he  were  wise  enough  in  ad- 
vance to  prepare  for  the  coming  demand. 

It  is  just  here  that  the  opportunities  pre- 
sent themselves  to  a  live  compounder  of  oil 
to  get  up  a  suitable  article,  for  the  rapidly 
increasing  numbers  of  small  air  cooled 
motors,  that  can  be  marketed  as  a  staple 
article  under  a  brand  that  can  be  made 
synonymous  of  quality  and  suitableness.    It 


S36 


Is  an  opportunity  open  to  some  one  in  the 
trade. 

Not  only  are  the  users  of  these  particular 
motors  in  this  position,  but  the  makers  them- 
selves have  to  labor  most  strenuously  with 
their  oil  merchants  to  supply  them  with  an 
oil  that  possesses  the  necessary  combination 
of  high  flash  point  and  viscidity. 


Growls  That  flislead. 

While  only  grunts  and  growls  of  dissatis- 
faction have  reached  the  outside  world  from 
the  German  cycle  trade,  it  is  remarkable  that 
despite  the  pessimism  Germany  has  been 
steadily  increasing  its  export  trade,  and,  un- 
fortunately, at  the  expense  of  the  United 
States.  It  passed,  first,  England,  and,  last 
year,  ourselves,  and  is  now  in  first  place. 
It  is  well,  therefore,  not  to  place  too  much 
faith  in  the  reports  of  German  discomfiture. 

Writing  to  an  English  paper  on  the  sub- 
ject, a  German  correspondent  sounds  a  cau- 
tion on  that  score. 

"That  the  slump  exists  is  not  denied," 
writes  he,  "but  in  its  exaggeration  lies  a 
danger,  because  it  implies  that  one  of  the 
most  dangerous  competitors  would  soon  be 
bankrupt.  When  the  German  industries  and 
the  whole  trade  were  at  their  worst  point, 
at  the  beginning  of  the  year  1901,  only  a 
few  people  drew  attention  to  it;  when  im- 
provements v?ere  noticeable,  the  sensation 
mongering  press  heard  there  was  'copy'  to 
be  made,  and  it  did  it  by  painting  pictures 
which  were  accurate  months  ago,  but  are 
false  at  present.  The  Stock  Exchange  is 
considered  a  very  sensitive  organ.  All  cycle 
shares,  on  the  average  had  fallen  to  half 
their  original  value,  but  within  the  last  three 
months  they  have  risen  between  10  and  15 
per  cent,  and  an  increase  in  value  can  be 
noticed  from  week  to  week.  The  Berlin 
Stock  Exchange  holds  the  largest  stock  of 
cycle  shares  of  any  of  the  German  ex- 
changes, and  it  shows  the  greatest  confi- 
dence in  the  future  of  the  trade.  The  worst 
point  in  the  German  cycle  industry's  slump 
has  been  passed;  the  collapse  of  the  poor 
concerns  cleared  the  air,  and  the  whole  out- 
look for  the  future  is  hopeful.  It  will  re- 
quire another  year  to  remove  all  the  effects 
of  the  bad  time,  but  the  worst  is  over,  and 
a  few  firms  have  still  to  disappear." 

In  some  respects— the  export  feature  is 
not  one  of  them— the  situation  is  not  unlike 
that  which  prevails  in  this  country,  save  that 
our  recovery  is,  if  anything,  slower.  But, 
however  that  may  be,  the  point  is  that  Ger- 
many must  not  be  despised  as  a  factor  in  the 


THE  BICYCLING  WORLD 

world's  market  simply  because  of  the  dole- 
ful wails  that  nave  arisen.  The  Teutons  are 
crafty  merchants! 


I 


Economy  of  ilotor  Bicycles. 

Reports  from  the  recent  French  tests  of 
gasoline  consumption  in  running  motocycles 
over  the  road  without  the  use  of  pedals, 
furnish  some  very  interesting  data.  Accord- 
ing to  the  figures  furnished  by  the  oflBicials, 
the  mo  cor  bicycles  made  a  truly  remarkable 
record  as  to  the  cost  of  running. 

The  weights  of  the  machines  are  not  at 
hand,  but  taking  the  reasonable  figure  of  100 
pounds,  it  shows  that  the  amount  of  gasoline 
used  would  range  at  the  rate  of  from  one 
pint  to  one  pint  and  a  half  for  100  miles. 

Assuming  the  cost  of  gasoline  to  be  16 
cents  per  gallon,  this  would  mean  that  the 
bicycles  could  have  been  run  100  miles  at  a 
cost  of  from  7  to  10  cents  for  the  journey. 

This  low  cost  is  all  the  more  noteworthy 
when  it  is  taken  into  consideration  that  the 
running  of  the  bicycles  was  carried  on  over 
roads  made  muddy  by  snow  followed  by  a 
thaw.  Just  what  this  would  mean  as  to  road 
surface  viewed  from  the  standpoint  of  Amer- 
ican muddy  roads  can  only  be  conjectured, 
but  admitting  that  what  is  considered  as  a 
poor  surface  in  France  would  be  looked  upon 
with  favorable  eyes  in  this  country,  the  re- 
sults are  marvelously  conspicuous. 

Unfortunately  in  this  country  we  have  no 
recorded  data  as  to  gasoline  consumption  of 
motor  bicycles,  and  the  only  information  at 
hand  comes  from  the  individual  users  who 
have  taken  interest  in  the  matter  and  re- 
ported the  results  of  their  trials.  From  this 
source  of  information  the  amount  of  gasoliue 
used  in  100  miles  over  the  average  roads, 
varies  from  two  quarts  to  one  gallon. 

The  longest  motor  bicycle  ride  on  record 
in  this  country  was  one  of  1,000  miles,  and 
during  this  ride  five  and  one  half  gallons  of 
gasoline  were  used.  It  should  be  stated  in 
connection  with  this  ride  that  it  was  made 
over  roads  abounding  in  hills,  and  that  it 
rained  for  four  days  of  the  time,  making  the 
roads  not  only  impassable  in  places,  but  a 
sea  of  mud  for  nearly  600  miles  of  the  trip. 


Earle  and  his  Egotism. 

It  is  not  often  that  the  head  of  a  national 
organization  publicly  pictures  himself  as  the 
whole  organization.  When  he  does  so  he 
malces  a  spectacle  of  himself  and  unfortun- 
nately  places  the  organization  itself  in  an 
undesirable  light 

In  its  hour  of  travail  the  League  of  Amer- 


ican Wheelmen  could  ill  afford  to  have  such 
light  thrown  on  it,  and  the  egotism  of  its 
late  and  unlamented  president,  H.  S.  Earle, 
has  but  served  to  hold  up  the  organization  to 
public  ridicule. 

The  gem  of  his  egotistical  annual  report 
which  lAs  "caught"  the  public  press  and  is 
going  the  rounds  and  being  laughed  at  wher- 
ever it  goes,  was  printed  in  last  week's  Bi- 
cycling World.  As  a  warning  and  for  the 
moral  it  conveys,  it  is  worth  reproduction. 
It  follows: 

"I  have  not  given  the  press  half  the  news 
that  I  should,  did  they  place  it  in  the  proper 
department.  I  do  not  care  to  have  my  name 
appear  in  the  sporting  columns.  I  have  no 
associates  in  the  slugging  business  and  I  am 
willing  to  acknowledge  that  I  am  not  even 
'next'  to  any  race  horse's  chances,  so  that 
while  I  would  feel  honored  in  associating 
with  a  good,  upright  working  horse,  that 
keeps  good  company  and  votes  and  prays  for 
good  roads,  I  do  not  want  to  and  I  won't 
with  the  kind  that  goes  or  does  not  go  which 
way  is  best  for  its  owner  and  driver." 

Barle's  idea  that  he  was  the  whole  League 
is  quite  apparent.  The  implication  that  noth- 
ing concerning  it  could  be  printed  without . 
his  name  being  tacked  on  is  so  intensely 
egotistical  as  to  be  sidesplitting;  it  was  prac- 
tically the  only  amusing  feature  of  a  mourn- 
ful meeting.  Tfie  suggestion  that  any  one  in 
the  League  or  out  of  it  can  dictate  to  the 
press  the  position  in  which  news  or  gratu- 
itious  advertising  shall  be  placed  could  come 
from  no  one  but  this  particular  Earle. 

The  League  almost  owes  the  newspapers 
an  apology  for  liis  antics,  which  were  really 
meant  to  excuse  his  policy  of  do-nothing. 
At  any  rate,  it  is  to  be  hoped  that  the  new 
president  will  be  gifted  with  more  common 
sense  and  power  of  reasoning,  and  that  he 
will  appreciate  that  the  League  needs  pub- 
licity, and  as  much  of  it  as  can  be  obtained, 
no  matter  how,  where  or  when  it  is  obtained. 


Now  for  the  Overhauiings  1 

Dealers  and  repair  men  should  remember 
the  proueness  of  human  natm'e  to  put  off 
anything  to  the  last  minute,  and  jog  up  the 
local  riders  to  the  needs  of  at  once  placing 
their  machines  in  the  shop  for  overhauling. 
Don't  rest  content  with  sending  a  circular 
or  advertising  in  local  papers;  results  will 
be  poor  from  that  procrastinating  habit. 
Use  the  return  postal  card  and  only  leave  it 
to  the  possible  customer  to  fill  in  a  date 
when  the  bicycle  can  be  called  for. 


THE  BICYCLING  WORLD 


537 


ORIENT  BICYCLES 


^^^-^^•^--^^•^^■^^^^ 


A 

Powerful, 
Practical 

Road 
Machine 


^^-^^^^^^^^•^^^^-^^ 


ORIENT  MOTOR  BICYCLE,  PRICE  $250.00 

WRITE  FOR  HANDSOME  NEW  CATALOGUE 


APPLY  FOR  AGENCY 


WALTHAM  MFG.  COMPANY,  Waltham,  Mass. 


■»  »  » 


There  Was  Never 


I 


Any  Question  About  the  Leadership 


of   the 


AUTO-BI 

and  the  1902  model 

will  simply  serve  to  accentuate 

its  rig'ht  to  lead. 

IT  HAS  ALL  THE  QUALITIES  TO  GO  TO  MAKE 
A  LEADER. 

No  man  interested  In  motor  bicycles  and  who  consults  liis  own  interests  can  afford  to  "take  on"  any  other 

agency  while  the  Auto-Bi  is  within  his  reach. 


BUFFALO  AUTOMOBILE  &  AUTO=BI  CO.,  Buffalo,  N.  Y. 

♦  ♦  ♦  » 


538 


SUNSHINE  IS  SPREADING 


How  the  Trade  is  Recoverins:  Its  Spirits- 
Reports  From  Many  Sources. 


While  the  voice  of  the  pessimist  is  still 
heard  in  the  land,  the  optimist  is  rising  to 
the  surface,  and  is  increasing  the  good  cheer 
and  hopeful  determination  that  are  gradually 
taking  possession  of  the  cycle  trade.  Evi- 
dence to  that  end  is  accumulating  daily. 

"We  are  looking  forward  to  one  of  the 
most  prosperous  bicycle  seasons  in  years, 
and  are  already  booking  orders  for  early 
spring  riding,"  Bert  Davis,  manager  of  the 
cycle  department  of  the  Manchester  (N.  H.) 
Hardware  Co.,  is  quoted  by  a  local  paper  as 
saying.  "This  early  business  comes  from 
the  old  and  experienced  riders,  who  in  years 
gone  by  have  profited  by  experience,  know- 
ing too  well  if  they  wait  until  the  season 
opens  up  and  then  purchase  a  wheel,  which 
is  a  little  out  of  the  regular  equipment,  it 
means  at  least  three  weeks  before  they  get 
their  bicycle. 

"Our  bicycle  business  during  the  season 
of  1900  went  far  ahead  of  any  previous 
years,  our  sales  being  confined  mostly  to 
medium  grade  wheels.  During  1901  our 
business  was  satisfactory,  despite  the  fact 
that  -we  had  a  bad  season  to  contend  with, 
it  raining  the  larger  part  of  the  early  sea- 
son, and  then  came  the  intense  heat,  which 
kept  a  great  many  from  purchasing.  Our 
sales  during  this  season  were  confined  most- 
ly to  the  $50  grade,  and  we  are  proud  to 
make  the  statement  that  we  have  recently 
been  informed  by  an  oflficial  of  the  American 
Cycle  Mfg.  Co.  that  during  the  season  of 
1901  we  sold  more  $50  grade  bicycles  than 
any  other  one  house  handling  the  American 
Cycle  Mfg.  Co.  product,  in  New  England. 

"To  a  great  many  the  bicycle  seems  to 
have  gone  away  back  and  sat  down,  but  this 
is  not  true,  as  statistics  will  prove.  To  be 
sure,  a  number  of  bicycle  factories  have 
closed  up,  there  being  in  January,  1902,  only 
twenty-four  factories  which  confined  their 
output  entirely  to  bicycles.  This  number  of 
factories  can  supply  to  every  man,  woman 
and  child  in  the  United  States  a  bicycle  for 
every  day  in  the  week  and  one  for  Sunday, 
though  less  than  one-sixth  as  many  as  there 
were  in  .January,  1900.  Some  of  these  fac- 
tories which  are  now  doing  business  are 
manufacturing  and  putting  on  to  the  mar- 
ket as  many  as  half  a  dozen  of  the  smaller 
factories,  which  have  been  put  out  of  com- 
mission, owing  to  their  small  output  and  a 
limited  capital  and  so  forth.  This  also  ap- 
plies to  dealers  with  a  limited  capital  who 
have  tried  to  confine  their  business  solely  to 
bicycles  throughout  the  whole  year.  When 
the  riding  season  of  1902  opens  up  there  will 
be  more  bicycles  ridden  right  here  in  Man- 
chester  and  tiiroughout    the    country    than 


THE  BICYCLING  WORLD 

ever  before  since  the  advent  of  the  silent 
steed." 

"This  spring  promises  to  see  a  revival  of 
the  bicycle  trade,  and  beyond  a  question 
more  wheels  than  were  ridden  last  year  will 
be  seen  upon  thes  treets,"  says  the  Camden 
(N.  J.)  Courier.  "The  activity  in  wheeling 
circles  died  in  a  hurry,  and  it  promises  at 
least  in  a  measure,  to  revive  as  quickly.  The 
Stockton  Wheelmen,  the  oldest  and  most 
popular  social  organization  on  the  side  of 
the  creek,  will  whoop  it  up  for  the  return  of 
old  times.  This  club  has  always  taken  a 
lively  interest  in  whatever  concerned  the 
wheelmen.  To  its  efforts  largely  is  due  many 
of  our  paved  streets.  The  club  has  in  the 
past  exerted  considerable  political  influence, 
and  there  is  no  reason  why  the  same  influ- 
ence cannot  be  brought  to  bear  to  secure 
whatever  is  needed  in  the  direction  of  the 
wheelmen's  pleasure  as  long  as  the  demands 
are  within  the  bounds  of  reason.  Last  year 
the  club  failed  to  have  any  runs  to  speak  of, 
and  for  a  time  the  interest  was  very  much 
on  the  wane.  This  year,  however,  a  very 
different  state  of  affairs  exists.  The  club 
meetings  are  largely  attended  and  much 
more  interest  is  displayed." 

"Sports  of  all  kinds  are  taking  a  large  hold 
in  Grand  Eapids,"  W.  S.  Daniels,  of  Jarvis 
&  Daniels,  tells  a  Grand  Rapids  (Mich.) 
paper.  "There  has  been  far  more  skating 
this  year  than  common.  A  good  many  peo- 
ple are  coming  into  the  store  and  saying 
that  they  must  ride  this  year.  Coaster 
brakes  and  cushion  frames  will  be  more 
popular  than  ever.  Spring  frames  on  high 
grade  wheels  will  receive  a  great  deal  of 
attention.  We  expect  to  sell  a  large  num- 
ber of  ladies'  wheels  this  year.  Club  and 
moonlight  runs  will  be  popular.  It  is  ex- 
pected that  a  coaster  run  will  be  made  to 
Cascade  Springs  and  there  will  be  contests 
in  coasting. 

"As  to  prices,  there  is  not  much  change 
from  last  year.  There  are  fewer  shoddy 
wheels  on  the  market  now,  people  having 
learned  that  it  doesn't  pay  to  buy  them,  con- 
sequently the  manufacturers  have  had  to  go 
out  of  business.  Handle  bars  are  ruore  sen- 
sible and  hygienic,  so  there  is  less  of  the  bi- 
cycle hump."      

America'5  Industrial  Advance. 

According  to  the  statistics  disclosed  by  the 
Census  Bureau,  the  exact  increase  of  Amer- 
ica's industries  since  1890  is  as  follows: 

Nmber  of  establishments,  512,585;  increase, 
44  per  cent. 

Capital,  $9,853,630,789;  increase,  51  per 
cent. 

Wage  earners,  average  number,  5,310,598; 
increase,  25  per  cent. 

Total  wages,  $2,323,407,257;  increase,  23 
per  cent. 

Miscellaneous  expenses,  $1,028,550,653;  in- 
crease, 63  per  cent. 

Cost  of  materials  uhed,  $7,349,916,030;  in- 
crease, 42  per  cent. 

Value  of  products.  Including  custom  work 
and  repairing,  $13,519,251,614;  increase,  39 
per  cent. 


OPINIONS  OF  BAKER 


Texas  Dealer   and  Traveler  Reports  Trade 
Upliftment  and  Offers  Suggestions. 


Editor  The  Bicycling  World: 

Will  you  please  send  me  copy  of  The  Bi- 
cycling World  of  December  5,  1901,  mailing 
it  to  Baker  &  Rutherford,  Paris,  Tex.?  You 
have  a  few  verses  in  that  number  concern- 
ing mail  order  bicycles  that  I  want  to  run  in 
our  local  papers  in  Paris  at  least  half  a 
dozen  times;  think  it  will  have  a  tendency 
to  do  trade  some  good. 

I  have  been  noticing  The  Bicycling  World 
quite  a  good  deal  of  late,  and  am  convinced 
that  you  have  a  pretty  good  one  for  the  bi- 
cycle trade.    At  one  time  I  was  very  partial 

to  the ,  and  used  to  do  quite  a  good 

deal  of  correspondence  for  it.  But  of  late  I 
have  felt  that  it  is  going  entirely  out  of  my 
class,  as  I  am  a  bicycle  man  pure  and  sim- 
ple. Am  at  the  present  travelling  salesman 
for  the  Excelsior  Supply  Co.,  and  I  note 
with  no  little  degree  of  satisfaction  that 
prospects  for  the  future  of  the  bicycle  are 
universally  much  brighter  than  two  years 
ago.  In  the  wheel  we  all  found  a  good 
friend,  true  and  tried,  and  its  relation  to 
the  automobile  we  might  adequately  express 
in  this  way:  "Remember,  dear,  and  bear  in 
mind,  a  good,  true  friend  is  hard  to  find,  and 
when  once  you  have  found  one  that  is  kind 
and  true,  never  change  the  old  one  for  the 
new." 

And  while  I  advocate  the  promotion  of  the 
automobile,  I  do  not  think  it  wise  to  lose 
sight  of  the  bicycle.  While  the  automobile 
may  be  a  supplement  to  the  bicycle,  it  can 
never  take  the  bicycle's  place. 

ERLE  K.  BAKER,  Chickasha,  I.  T. 


About  Cyclometers  for  Coasting. 

Editor  The  Bicycling  World. 

Concerning  your  suggestion  of  a  cyclometer 
devised  to  register  the  mileage  coasted  on 
machines  fitted  with  coaster  brakes:  Last 
season  the  New  Departure  Mfg.  Co.  fur- 
nished a  Security  cyclometer  on  rear  wheels 
which  had  flanges  for  straight  headed 
spokes.  This  registered  the  number  of  miles 
coasted  directly.  Probably  this  could  be 
modified  to  work  on  hubs  with  bent  head 
spokes.  The  Veeder  people  ought  to  do  it. 
HARRY  H.  WHEELER,  Pomono,  Cal. 


One  Cause  of  Weak  Sparks. 

It  is  a  noteworthy  fact  that  in  making 
wire  connections  on  binding  posts,  where 
the  wire  is  not  provided  with  a  soldered  or 
other  form  of  loop,  few  users  bend  the 
strand  wire  in  the  correct  direction.  The 
bend  should  always  be  made  from  left  to 
right,  then  the  tendency  of  the  binding  screw 
will  be  to  wind  the  loop  tight  and  make  a 
firm  connection.  If  the  loop  is  made  from 
right  to  left  then  the  screw  will  not  only 
open  the  loop,  but  spread  the  strands  of  the 
wire.  Tlie  result  will  be  a  poor  connection 
and  a  weak  spark. 


THE  BICYCLING  WORLD 


539 


CONNECTING  ROD  CONDITIONS 


Items  That  Enter  Into  Their  Construction 
and  how  They  Affect  the  Motor. 


An  item  in  the  construction  of  small  motors 
that  presents  many  problems  yet  to  be  solved 
to  a  definite  system  is  the  method  of  connect- 
ing the  crank  pin  and  the  piston  pin.  This 
subject  also  carries  with  it  the  construction 
of  the  two  pins  and  their  various  connec- 
tious. 

The  general  practice  with  the  connecting 
rod  is  to  make  it  with  an  eye  at  each  end  as 
a  part  of  the  rod,  and  to  bush  these  eyes.  In 
a  few  cases  the  rods  have  had  half  eyes  with 
detachable  capped  ends  held  in  place  by 
bolts,  as  copied  from  larger  motor  construc- 
tion. These  detachable  ends  have  the  advan- 
tage that  the  wear  in  the  bearings  can  be 
taken  up  by  scraping,  but  they  present  the 
disadvantage  of  bolts  that  will  have  to  be 
locked  in  position  to  withstand  the  high 
speed  tendency  to  work  loose  and  come  out, 
to  the  consequent  extreme  damage  to  other 
parts  of  the  motor. 

Where  the  solid  eyes  are  used  they  are 
bushed  with  a  tubular  bushing  of  gun  metal, 
phosphor  bronze  or  hardened  steel.  In  the 
use  of  the  two  softer  metals  they  are  i-eamed 
to  diameter  size  and  as  nearly  truly  round  as 
possible.  With  the  hardened  bushing  it  is 
possible  to  make  them  perfectly  round,  and 
to  have  pins  passing  through  them  equally 
true,  by  grinding.  There  are  conditions, 
however,  required  that  must  be  looked  to 
other  than  perfection  in  a  true  outer  periph- 
ery to  the  pins  and  a  true  inner  periphery 
to  the  bushings. 

Tlie  general  conditions  required  can  be 
summed  up  as  follows:  Reliability  of  metal 
used  to  insure  freedom  from  breakages.  Ease 
of  access  that  the  bearings  may  be  readily 
taken  care  of  when  wear,  either  on  the  pins, 
on  the  inner  walls  of  the  bushings  or  on  the 
ends  of  the  bushings,  takes  place  so  that  the 
back  lash  sets  up  noticeable  pounding  of  the 
motor.  Non-wearing  qualities,  to  prevent  as 
much  as  possible  the  possibility  of  this  back 
lash,  or  lost  motion,  between  the  crank  and 
the  piston.  And,  of  great  importance,  lubri- 
cation. Under  certain  conditions  different 
metals  work  best  together  when  considered 
in  this  connection. 

Whatever  metal  is  used,  the  bushing  should 
be  as  wide  as  possible.  Many  makers  have 
made  errors  in  this  direction  because  of  in- 
ability to  design,  and  motors  have  been 
turned  out  that  had  bushings  no  wider  than 
the  eye  of  the  connecting  rod.  Gun  metal 
has  the  advantage  that  it  is  easily  worked, 
is  low  in  first  cost  and  comparatively  easy 
to  replace.  Phospher  bronze  presents  the 
same  general  advantage,  but  has  longer  life. 
The  steel  bushing,  hardened  and  ground  true 


to  the  pins,  obviously  gives  the  greatest 
durability  and  longest  wear,  all  other  condi- 
tions being  equal. 

These  other  conditions  are  those  that  miti- 
gate against  it,  and  while  there  are  other 
items,  the  chief  one  is  that  of  lubrication. 
With  the  softer  metals  lubrication  by  splash 
or  churning  is  good,  and  there  is  little  fear 
of  overheating.  With  the  steel  bushing  it 
is  difficult  to  lubricate  with  certainty,  and 
with  poor  lubrication  it  rapidly  heats  and 
cuts.  One  of  the  other  conditions  is  that  not 
only  must  the  steel  bushing  have  a  perfectly 
true  inner  wall,  but  the  pin  which  passes 
through  must  be  equally  true.  Without  these 
conditions  the  bearing  will  bind  for  all  time, 
while  with  the  softer  metals  they  will  give 
way.  It  is  not  to  be  understood  that  the 
softer  metals  are  recommended  because  of 
this,  as  the  fact  that  they  would  wear  to  a 
tit  means  that  this  wear  would  only  keep  up 
to  bring  about  early  pounding  of  the  motor. 


Morgan  xWrightTires 
are  good  tires 


SEE  THAT  Morgan  &  Wright 

IS  BRAhiDED  ON  EVERY  TIRE  AND  TUBE 
NO  OTHER  IS  GENUINE. 


Morgan  &Wright 


New  York  Branch!    214-216  West  47tm  Street. 


In  boring  the  holes  in  the  crank  eyes  in 
which  to  fix  the  bushings  too  great  care  and 
exactitude  cannot  be  used  to  get  them  dead 
parallel  with  one  another  and  to  have  them 
at  perfect  right  angles  with  the  crank.  In 
making  the  bushings  the  same  exactness 
must  be  observed  to  insure  the  walls  of  each 
being  of  equal  thickness  all  round  and  per- 
fectly parallel.  No  matter  how  carefully  the 
eyes  may  be  bored,  if  the  bushings  are  not 
exact  the  bearing  will  be  imperfect.  Equally 
true  is  it  that  with  perfect  bushings  their 
value  will  be  upset  by  angled  boring  of  the 
eyes,  and  the  longer  the  bushing  the  more 
it  will  be  out  of  alignment. 

If  the  motor  is  hard  to  turn  over  by  hand 
the  cylinder  and  head  should  be  removed 
and  the  piston  grasped  by  both  hands  to  act 
as  a  crank  handle  to  revolve  the  flywheels. 
If  it  is  now  found  that  the  movement  is 
stiff  the  remedy  is  obviously  in  the  crank 
shafts,  if  the  connecting  rod  works  freely 
back  and  forth  on  both  its  bearings.  Should 
the  four  bearings  that  are  thus  tested— the 
two  on  the  connecting  rod  and  the  two  in  the 


crank  cases— be  found  free  to  move  the 
trouble  is  to  be  found  in  one  or  tlie  other,  or 
possibly  both,  of  the  connecting  rod  bear- 
ings wlien  the  piston  is  confined  to  the  walls 
of  the  cylinder.  It  is  assumed  that  the  cylin- 
der and  piston  are  without  fault. 

It  may  be  found  that  both  connecting  rod 
beai-ings  have  some  play,  and  the  thought 
may  come  that,  this  being  the  case,  they  will 
offset  one  another  in  working.  This  might 
hold  generally  true,  but  there  will  be  occa- 
sions when  they  will  work  against  each  other 
to  bind  the  piston  in  its  travel.  If  only  one 
bearing  is  loose  it,  of  course,  needs  renew- 
ing, and  the  above  mentioned  care  in.  the 
matter  of  alignment,  etc,  must  have  careful 
attention. 

If  neither  bearing  is  loose,  or  if  after  a 
new  bushing  is  put  in  place  the  motor  runs 
stiff  with  the  cylinder  and  head  reassembled, 
then  a  thorough  overhauling  is  necessary. 
Time  can  be  saved  in  this  operation,  if  the 
single  bushing  replacement  has  been  at  the 
flywheel  end,  by  examining  the  pin  joining 
the  two  flywheels.  It  is  rare  that  this  is  at 
fault,  particularly  in  motors  made  by  repu- 
table makers,  but  occasionally  the  trouble 
will  be  located. at  that  point.  The  same  can 
be  said  of  the  pin  in  the  piston,  but  it  will 
always  be  well  to  examine  either  of  these 
pins  when  replacing  its  bushing. 

With  both  pins  in  good  condition,  and  both 
bushings  working  properly  on  these  pins,  the 
influence  from  this  direction  on  a  hard  run- 
ning piston  is  traceable  to  a  bent  connecting 
rod  or  to  bushings  or  eye  holes  that  are  out 
of  alignment.  If  the  connecting  rod  has  not 
become  bent  in  use  it  is  quite  possible  that 
it  may  have  been  given  a  kink  by  the  last 
assembler.  This  kink  may  have  been  made 
accidentally  or  it  may  have  been  made  pur- 
posely to  bring  things  into  line  for  easy 
working  from  one  or  more  of  various  causes. 

In  explaining  the  following  causes  and 
methods  used  to  overcome  them  it  is  under- 
stood that  they  are  not  recommended,  but 
treated  from  the  standpoint  of  conditions  as 
found. 

If  the  two  pins  are  not  parallel,  but  all 
the  connecting  parts  are,  the  bending  of  the 
rod  or  the  twisting  of  it  will  bring  the  bush- 
ings into  compensating  positions.  It  may  be 
that  the  assembler  found  the  pins  in  true 
parallel,  but  that  one  or  both  of  the  bush- 
ings had  a.  thick  side,  or  were  reamed  off  to 
one  side,  or  were  tilted  in  putting  into  the 
connecting  rod.  These  conditions  may  be  the 
excuse  offered  by  the  assembler.  If  all  these 
were  perfect,  then  the  eyes  in  the  rod  may 
have  been  drilled  on  a  slant.  Drilling  the 
holes  oft'  centre  would  have  no  effect  in  this 
connection,  and  would  only  slightly  alter  the 
stroke.  Any  of  these  conditions  may  have 
been  the  occasion  that  influenced  the  as- 
sembler to  give  the  crank  a  bend  to  one  side 
or  a  partial  twist  to  bring  all  the  bearing 
points  into  proper  relation. 

Of  course,  these  are  makeshift  methods 
that  are  not  sanctioned  by  the  makers  of 
small  motors,  and  that  only  add  to  the 
troubles   of   those   who   come   into   sfontact 


540 


THE  BICYCLING  WORLD 


with  them  for  any  after  fixing  up.  There  is 
only  one  correct  thing  to  do  under  any  of  the 
above  circumstances,  and  that  is  to  replace 
each  defective  part  with  one  that  is  correct 
in  every  particular. 

While  on  this  subject,  attention  should  be 
called  to  the  fact  that  a  pound  in  the  motor 
does  not  always  come  from  some  one  of  the 
above  causes,  but  may  be  occasioned  by  a 
loose  crosshead  pin  in  the  piston.  In  some 
small  motors  a  taper  flt  is  depended  upon  to 
hold  this  pin  in  position,  and  as  this  pin  is 
usually  a  trifle  shorter  than  the  diameter  of 
the  piston  there  is  a  chance  for  it  to  eventu- 
ally worls:  back  and  play  in  its  holes  in  the 
piston  walls.  Piston  pins  are  frequently  cut 
square  across,  and  when  so  made,  and  they 
become  loose,  there  is  a  possibility  that 
when  they  work  out  of  their  seating  the 
larger  end  may  score  the  walls  of  the  cylin- 
der. 

If  the  pin  is  not  locked  in  position— and 
whatever  means  is  used  as  a  lock  should  be 
provided  with  some  device  for  positively 
holding  it  from  working  loose  to  create  havoc 
—it  might  be  a  good  method  to  have  the  pin 
in  length  equal  to  the  diameter  of  the  piston 
so  that  it  could  not  work  endwise,  and  to  pre- 
vent scoring  the  cylinder  walls  in  case  it 
should  turn  part  way  around,  the  ends  could 
be  made  half  spherical  in  shape  in  place  of 
circular  one  way  by  square  the  other,  as 
would  otherwise  be  the  case  when  of  full 
piston  diameter  length.  The  curve  of  the 
half  sphere  would  be  made  from  the  same 
radius  as  tliat  of  the  inner  walls  of  the 
cylinder. 

The  subject  of  lubrication,  as  a  whole,  could 
be  dealt  with  to  any  length  and  hardly  be 
overdone,  so  important  is  it,  and  magnified 
in  the  case  of  the  small  motor.  That  its 
effect  on  the  parts  under  consideration  may 
be  understood  it  will  be  here  treated  of  gen- 
erally. 

The  first  efl'ect  on  the  oil,  of  course,  comes 
from  the  high  heat  of  combustion.  After  the 
motor  has  run  for  a  time  this  is  added  to  by 
the  heat  developed  from  the  friction  brought 
about  by  the  high  speed  at  which  the  piston 
travels.  To  insure  perfect  compression  the 
piston  must  be  a  good  fit,  and  as  soon  as 
lubrication  fails  the  piston  friction  heats 
the  cylinder  walls  with  a  consequent  expan- 
sion that  the  radiating  fins  are  unable  to 
cope  with  to  hold  down  to  the  work  for 
which  they  have  been  nominally  designed. 

To  guard  against  this  it  should  be  recog- 
nized that  any  kind  of  cylinder  oil  will  not 
do  for  these  small  motors.  Any  attempt  at 
economy  in  this  direction  is  misplaced,  when 
it  is  remembered  that  not  only  will  there  be 
trouble  from  oil  charred  valves,  but  there 
will  be  an  exaggerated  wear  and  tear  on 
the  motor  and  frequent  loss  of  time  in  clean- 
ing, if  not  general  overhauling.  Whatever 
brand  of  oil  is  used  it  should  be  mineral  oil, 
jnd  have  a  high  flashing  point  to  prevent  its 
burning  readily.  A  price  should  be  paid  for 
.t  that  will  entitle  the  buyer  to  this  quality. 
and,  having  paid  the  price,  the  seller  should 

>e  made  to  live  up  to  these  conditions. 


The  Man  who  Can't  be  Seen. 

"Can't  be  seen." 

Is  this  the  answer  a  caller  gets  at  your 
office  when  he  seeks  you  in  a  business  way? 

Have  you  hidden  yourself  in  the  deep  re- 
cesses of  some  inner  office  that  is  inaccessible 
to  any  but  the  favored  few  who  can  face  the 
awful  process  of  getting  by  the  outer  gates 
and  the  several  minor  barriers? 

Have  you  established  a  sentry  with  a  men- 
tal gun  over  his  shoulder— so  to  speak— with 
orders  to  slay  the  majority  of  callers  and  ad- 
mit but  one  in  eight  hundred,  and  then  only 
when  bribed  or  bluffed? 

Have  you  decided  within  yourself  that  you 
are  such  a  busy  man  that  you  can't  be  dis- 
turbed by  visits  from  other  people  unless 
perchance  they  bring  orders  or  bank  drafts? 
That  you  are  prospering  by  the  use  of  the 
time  thus  saved  to  you? 

Vain  thought;  vain  hope;  empty  conclusion; 
false  position! 

You're  all  wrong  if  you  are  "inaccessible." 

Your  business  should  concern  itself  with 
many  of  these  same  callers.  They  bring  you 
something  with  every  interview,  if  you  so 
permit.  You  should  seek  contact  with  peo- 
ple who  request  it,  if  they  have  business 
which  is  at  all  proper.  And  how  can  you  de- 
cide that  unless  you  meet  them  at  least 
briefly?    In  many  cases  you  can't. 

We  know  of  "big  men"  who  put  a  pompous 
servant  in  front  of  their  doors  whose  duty 
appears  to  be  that  of  protecting  the  man  in- 
side from  not  only  any  but  all  interruption 
from  the  world,  says  an  exchange.  We  know 
of  actual  business  being  lost  to  these  men 
from  the  refusal  to  admit  others.  This  was 
not  the  fault  of  the  man  at  the  door,  but  of 
the  man  behind  the  door!  He  engaged  the 
other  and  instructed  him. 

Why,  bless  your  heart,  one  may  get  audi- 
ence with  the  President  of  the  United  States 
more  readily  than  with  the  president  of  some 
banks,  or  heads  of  gold  brick  factories,  or 
incorporated  charcoal  burners! 

And  the  greeting  from  Teddy  will  be  more 
gracious  and  kindly,  more  encouraging  and 
valuable,  too,  oftentimes. 

We  suppose  you  know  how  hard  the  pub- 
lications strive  to  get  into  "personal  touch" 
with  their  readers.  They  acknowledge  the 
value  of  it  and  open  departments,  answer 
questions,  welcome  communications  from 
every  possible  source,  to  this  end. 

The  secret  of  popularity  and  success  in 
many  a  business  house  may  be  traced  back 
to  the  "accessibility"  of  the  heads  of  it. 
Thus  do  they  keep  close  in  touch  with  the 
needs  and  demands  and  views  of  customei'S. 

We  don't  advocate  giving  audience  to  the 
umbrella  man  and  the  errand  boy  with  a  bill 
to  collect,  with  the  impecunious  widow  who 
is  canvassing  for  a  book,  or  the  insurance 
agent  who  has  a  new  patent  and  profitable 
way  to  meet  death,  but  we  do  urge  that  the 
door  be  left  at  least  unlocked  and  entrance 
given  freely  to  every  one  with  a  legitimate 
case,  claim,  complaint  or  errand. 

Don't  be  afraid  people  will  see  you  and 
talk  with  you. 


We  can't  understand  such  a  feeling.  We 
can't  understand  why  any  business  principal 
can  fail  to  recognize  the  visit  of  an  honest 
caller  as  an  opportunity  to  be  used.  It  is 
from  such  "opportunities"  that  discerning 
minds  get  suggestions  for  improvement  in 
methods,  ideas  for  development  of  trade, 
hints  that  will  enable  him  to  meet  changing 
conditions.  If  he  isn't  a  discerning  man^ 
well,  in  that  case  he  may  just  as  well  crawl 
into  his  cave,  handle  the  things  of  the  world 
with  tongs  and  whisper  across  telephone 
wires  his  proud  but  mossgrown  messages. 
In  that  case  we  say,  let  him  sleep.— Ex. 


Cole  to  Enlarge. 

The  value  of  making  goods  in  any  allied  in- 
dustry so  much  a  standard  tliat  they  are 
recognized  wherever  specialties  are  called 
for  or  used,  has  probably  never  had  a  better 
illustration  than  in  the  constantly  increasing 
output  of  the  3  in  1  and  other  goods  bearing 
the  brand  of  the  G.  W.  Cole  Co. 

In  fact,  to  such  proportions  has  the  busi- 
ness of  this  company  reached,  they  have  out- 
grown their  present  factory  facilities,  and 
ground  has  been  purchased  and  plans  are 
now  being  worked  upon  for  a  building  to  be 
erected  this  spring  that  will  enable  the  com- 
pany to  take  care  of  the  constantly  growing 
demand  from  the  jobbers  in  this  country. 


Almost  a  Cycle  Show. 

The  "Tri-State  Automobile  and  Sporting 
Goods  Show,"  which  occurs  at  Detroit  next 
week  and  of  which  the  well  known  W.  E. 
Metzger  is  the  chief  promoter,  will  come 
pretty  close  to  being  a  cycle  show  as  well. 
The  Kirk  Mfg.  Co.,  Bretz  Cycle  Co.,  Amer- 
ican Cycle  Mfg.  Co.,  Hartford  Rubber  Works. 
Goodyear  Tire  and  Rubber  Co.,  Fisk,  Rubber 
Co.,  Diamond  Rubber  Co.,  G.  W.  Cole  Co., 
Barwest  Coaster  Brake  Co.,  Frank  Mossberg 
Co.,  Badger  Brass  Mfg.  Co.  and  Twentieth 
Century  Mfg.  Co.  are  among  the  exibitors. 
In  addition,  neai'ly  all  the  Detroit  dealers 
will  show  the  bicycles  for  which  they  are 
agents. 

The  Morrow  Abroad. 

It  is  rare  that  an  article  earns  such  world- 
wide recognition  as  the  Morrow  coaster 
brake  has  earned.  It  is  almost  as  well  known 
abroad  at  at  home,  and  has  made  Blmira, 
N.  Y.,  known  where  it  otherwise  never  would 
have  been  heard  of.  In  England  alone  it  is 
being  fitted  to  practically  every  bicycle  that 
is  manufactured  there:  Humber,  Triumph, 
Premier,  Swift,  Coventry,  Osmond,  Riley, 
Hobart,  New  London,  James,  Raglan,  Mono- 
pole,  Progress,  Hawley,  Bard,  Starley,  Sans- 
pariel,    Mohawk,    Gloria   and    Imperial. 


Bearing  Company  With  $900,000. 

The  Wright  Taper  Roller  Bearing  Co.,  with 
capital  of  $900,000,  has  been  incorporated 
in  Buffalo,  N.  Y.  They  have  purchased  the 
patent  of  W.  Hamilton  Wright  on  an  anti- 
friction taper  roller  bearing  for  automobiles, 
bicycles,  etc.,  and  will  construct  a  plant  for 
its  manufacture. 


THE  BICYCLING  WORLD 


541 


RACING 


As  a  result  of  Victor  Breyer's  receut  visit 
to  tliis  country,  Paris  is  to  have  one  of  the 
small  bo\Yl  shaped  wood  tracks  which  are 
uow  the  vogue  here;  it  will  be  three  laps  to 
the  kilometre. 


William  C.  Stinson  sailed  yesterday  for  a 
two-months'  invasion  of  European  tracks, 
having  accepted  the  terms  offered  by  Victor 
Breyer.  Stinsou  will  return  in  time  for  the 
racing  season  in  this  country. 


For  the  first  time  motor  bicycles  will  be 
permitted  in  the  great  Paris-Vienna  auto- 
mobile road  race,  which  occurs  in  June  next. 
They  will  constitute  a  special  class,  and 
nmst  weigh  less  than  120  pounds,  the  rule 
making  that  weight  the  maximum. 


Tricycles  as  pacing  machines  have  been 
barred  from  the  French  tracks.  The  same 
decision  fixes  a  maximum  width  and  height 
for  pacing  tandems  and  requires  that  motors, 
tanks  and  all  other  appurtenances  shall  be 
fixed  between  the  front  and  rear  seats. 


At  Aix  la  Chapelle,  Germany,  wnat  is  de- 
scribed as  "some  novel  racing"  is  fixed  to 
occur  during  the  current  month.  The  "novel- 
ty" consists  in  the  competitors  riding  "stock 
machines  with  big  sprockets  on  the  driving 
wheel  and  small  ones  at  the  crank  bracket." 
Just  what  object  is  to  be  served  is  not  made 
plain. 


A.  O.  Sinclair,  of  Springfield,  Mass.,  who 
during  the  activity  in  bicycle  racing  in  that 
city  was  in  charge  of  the  Hampden  Park 
track,  died  on  last  Thursday  al  the  age  of 
seventy-five.  He  was  especially  popular  with 
all  the  racing  men  who  participated  in  the 
Springfield  tournaments,  and  took  special 
pride  in  the  excellent  surface  of  the  track. 
Mr.  Sinclair  was  widely  known  as  "Sandy." 

According  to  press  dispatches  John  S. 
Prince  announces  that  he  has  made  arrange- 
ments for  a  bicycle  circuit,  composed  of  At- 
lanta, Savannah  and  Jacksonville,  and  that 
he  will  give  one  night's  racing  weekly  in 
each  of  these  cities  during  April  and  May. 
New  tracks  will  be  built  in  Savannah  and 
Jacksonville.  Prince  will  go  to  Savannah 
immediately  after  the  finish  of  the  six-day 
race  which  begins  in  Atlanta  on  February  24. 


Jimmy  Michael  sailed  for  Paris  on  Tues- 
day last.  Having  again  renounced  the  bi- 
cycle, he  goes  abroad  to  join  the  ranks  of 
French  jockeys.  As  an  American  jockey  he 
proved  a  failure,  but  he  explains  his  per- 
sistence by  statmg  that  at  best  he  could  re- 
main a  cycling  crack  but  a  year  or  two 
longer,  while  as  a  jockey  there  is  no  limit  to 
his  usefulness.  It  is  estimated  that  during 
his  cycling  career  Michael  won  some  $200,- 
000,  which  as  a  gross  amount  is  probably 
nearly  correct.  Most  of  it  he  lost  in  "play- 
ing the  ponies,"  in  which  he  is  still  enrapt. 


The  opening  bicycle  races  at  the  Coliseum 
track.  Atlanta,  Ga.,  February  17,  were 
brought  to  a  sudden  end  owing  to  tne  failure 
of  the  electric  lights  to  perform  their  func- 
tions. In  the  midst  of  tlie  twenty-five  mile 
professional  race  darkness  came  suddenly. 
Rutz,  Leander.  Galvin,  Barclay  and  Russell 
Walthour,  brother  of  Robert  Walthour.  col- 
lided. Several  were  hurt,  but  none  seriously. 
The  race  was  called  off.  Lawson  gave  a 
two-mile  exhibition  on  a  motor  bicycle,  do- 
ing the  mile  in  1:26,  and  the  two  miles  in 
2:56,  very  fast  time.  Before  the  lights  went 
out  Leander  won  the  mile  professional  handi- 
cap in  2:07  4-5.  Rutz  was  second  and  Hat- 
field third. 


Bicycle  riotor  With  Magneto. 

There  are  probably  but  few  having  had 
actual  experiences  of  any  extent  in  motor 
bicycle  construction  who  have  not  given  con- 
siderable thought  to  the  subject  of  magneto 


ignition.  So  far  there  has  never  been  but 
one  known  serious  attempt  in  this  direction 
in  this  country,  and  unfortunately  that  one 
met  with  reverses  at  the  outset  which  pre- 
vented the  machines  being  placed  on  the 
market. 

Whether  or  not  the  magneto  would  prove 
all  that  it  theoretically  offers  is  not  agreed 
upon  by  those  best  qualified  to  speak.  While 
its  advocates  claim  for  it  that  battery  and 
allied  troubles  would  be  in  a  fair  way  tow- 
ard elimination  in  its  use,  there  are  those 
who  point  out  that  the  added  working  parts 
and  the  difficulty  of  speed  regulation  are  no 
small  factors  presenting  matters  for  adverse 
troubles. 

While  there  is  not  a  small  motor  built  in 
this  country  with  magneto  attachment,  In 
England  there  is  one  known  as  the  Simms, 
which  has  this  attachment,  and  that  has  had 
much  said  in  its  favor.  As  shown  in  the  ac- 
companying illustration,  the  magneto  is  car- 
ried on  a  bracket  extendmg  from  the  crank 
case.  The  device  is  driven  by  a  connecting 
rod  connected  to  the  right  hand  crank  shaft, 
and  does  away  with  battery  and  coil. 


Don't  Over-neddle  With  Employees. 

The  secret  of  the  success  of  the  great  busi- 
ness enterprises  of  the  world  lies  in  the  tal- 
ent of  some  man  at  the  head  to  get  folks 
viho  can  do  things  and  then  let  them  alone 
to  do  them.  It  requires  much  less  talent  and 
genius  to  find  the  man  to  "deliver  the  mes- 
sage" than  to  keep  your  hands  off  and  let 
him  do  it. 

One  business  that  is  in  mind,  says  Ad 
Sense,  has  practically  reached  the  limit  of 
its  expansion  because  the  man  at  the  head 
of  it  isn't  big  enough  to  let  folks  do  things; 
he  is  always  interfering  with  his  method; 
his  employes  have  no  individuality  in  their 
work;  they  try  to  do  it  "to  please  the  old 
man"  rather  than  to  promote  the  business, 
but  he  doesn't  encourage  the  expression  of 
them;  he  overrides  new  suggestions  because 
they  "cost  too  much"  or  because  he  doesn't 
"consider  them  practical,"  or  because  the 
man  who  makes  the  suggestions  "doesn't 
know  anything  about  it."  A  discouraging 
case  for  an  employe  who  really  wants  to  im- 
prove his  own  condition  by  improving  the 
business  he  is  in. 


The  Retaii  Record. 

Paterson,  N.  J.— C.  B.  Vaughn,  fire  loss 
$2,000. 

Meriden,  Conn.— H.  E.  Loll  opened  store  in 
Colony  street. 

Findlay,  O.— Bruce  Houser  opened  shop  in 
North  Main  street. 

Sandy  Hill.  N.  Y.— Arthur  E.  Smith  opened 
store  in  Main  street. 

Quitman,  Ga.— G.  F.  Buser  opened  repair 
shop  in  old  Bank  Building. 

Easton,  Md.— F.  A.  Shannahan  opened  re- 
pair shop  in  Dover  street. 

Utica,  N.  Y.— James  Robinson  sold  Sher- 
burne Bicycle  Enamel  Works  to  Walter  Col- 
well. 

A.  C.  C.  Elects  Officers. 

At  the  annual  meeting  of  the  Associated 
Cycling  Clubs  the  following  were  the  officers 
chosen,  a  vote  being  cast  by  the  secretary: 
Alderman  Joseph  Oatman,  Knickerbocker 
Athletic  Club,  president;  D.  Hines,  Green- 
wich Wheelmen,  vice-president,  and  Dr.  E. 
V.  Brendon,  St.  George  Wheelmen,  secretary 
and  treasurer.  The  following  chairmen  of 
committees,  who  have  power  to  appoint  their 
own  assistants,  were  also  elected:  Rights  and 
legislation,  W.  G.  To  wen;  streets  and  roads, 
George  C.  Wheeler;  racing,  R.  J.  Nagle; 
press,  D.  L.  DriscoU;  social  intercourse,  A.  J. 
Henrich,  and  finance,  Joseph  H.  Goodwin. 


Abestos  as  Ring  Packing. 

Attention  has  previously  been  called  to  the 
use  of  asbestos  as  ring  packing,  and  the  ad- 
vice was  given  to  soak  the  asbestos  in  water 
before  using.  This  advice  was  given  where 
better  facilities  were  not  at  hand.  If  time 
can  be  had  the  following  is  recommended: 

Immerse  the  asbestos  in  olive  oil  for  not 
less  than  two  days,  and  then  remove  and 
hang  up  to  allow  the  surplus  oil  to  drip  off. 
Then  lay  the  asbestos  flat  and  allow  the  oil 
to  dry  somewhat,  after  which  rub  black  lead 
well  into  both  surfaces.  This  will  give  a 
pliable  packing  that  can  be  used  many  times. 


542 


THE  BICYCLING  WORLD 


Tribute  to  the  Drummer. 

The  word  "drummer"  is  not  the  nicest 
■word  in  the  language,  but  it  seems  to  fit  the 
man  who  is  after  business,  says  the  Phila- 
delphia Times,  and  with  Americans  Avho  like 
to  save  time  it  is  preferable  to  the  commer- 
cial traveller.  It  is  better  than  promoter, 
because,  whether  justly  or  unjustly,  we  need 
not  discuss,  a  promoter  is  generally  consid- 
ered as  one  who  is  after  more  than  a  legiti- 
mate profit  transaction.  The  drummer  gives 
values  for  favors  received.  And  he  does  a 
great  deal  more. than  that.  He  is  the  best 
agent  of  our  modem  civilization.  He  is  the 
missionary  of  enterprise  and  the  promulga- 
ter  of  knowledge.  He  stimulates  laggard 
communication,  supports  the  world's  hotels, 
saves  the  raili'oads  from  annual  bankruptcy, 
distributes  the  newest  facts  and  keeps  old 
stories  moving.  There  is  in  his  speech  some 
of  the  best  action  of  the  times.  He  seldom 
hedges.  He  wastes  little  time.  He  goes  to 
the  point.  He  has  purpose.  The  world's 
professional  orators  might  sit  at  his  feet 
with  profit.  And  if  he  could  make  his  meth- 
ods prevail  in  England  the  pictures  of  the 
House  of  Lords  and  the  House  of  Commons 
would  not  show  two-thirds  of  the  members 
napping  while  some  honorable  gentleman  has 
the  floor. 


Don't  be  a  Knocker. 

The  following  is  going  the  rounds  in  the 
Western  newspapers.  It  is  good  advice  any- 
where.   Take  it  to  heart: 

"If  there  is  any  chance  to  boom  business, 
boom  it.  Don't  be  a  knocker.  Don't  pull 
a  long  face  and  get  sour  in  your  stomach. 
Get  a  smile  on  you.  Hold  up  your  head. 
Get  a  hold  with  both  hands.  Then  pull. 
Bury  your  hatchet.  Drop  your  tomahawk. 
Hide  your  little  hammer.  When  a  stranger 
drops  in,  jolly  him.  Tell  him  this  is  the 
greatest  town  on  earth.  It  is.  Don't  get 
mulish.  Don't  roast.  Just  jolly.  No  man 
ever  helped  himself  by  knocking  other  peo- 
ple down.  No  man  ever  got  rich  trying  to 
make  people  believe  that  he  was  the  only 
good  man  on  eartli.  You  can't  climb  the 
ladder  of  fame  by  stepping  on  other  people's 
corns.  They  are  their  corns.  Not  yours. 
And  they're  tender.    Keep  off  the  corns. 


Don't  let  reports  of  the  success  of  your 
competitor  discourage  you.  Take  a  fresh 
grip  and  go  him  one  better,  urges  White's 
Sayings. 


Value  of  a  Good  Name. 

How  a  good  name  established  in  one  in- 
dustry follows  a  man  into  his  newer  ven- 
tures is  aptly  illustrated  in  the  case  of  the 
Rambler  gasolene  carriage.  Although  but  lit- 
tle more  than  declared  on  the  market,  its 
manufacturer,  Thomas  B.  Jeftery,  now  of 
Kenosha,  Wis.,  but  formerly  of  the  Gor- 
mully  &  Jeffery  Mfg.  Co.,  of  Chicago,  re- 
ports that  the  season's  output  is  already 
pretty  well  contracted  for,  many  of  his  best 
customers  being  those  who  formerly  handled 
his  Rambler  bicycle. 


To  Find  Centrifugal  Force. 

The  following  method  of  finding  the  value 
of  centrifugal  force  by  the  slide  rule  has  been 
given  for  the  use  of  those  designing  fly- 
wheels for  high  speed  small  motors: 

For  this  problem  a  convenient  starting 
point  is  the  radius  at  which  the  centrifugal 
force  is  equal  to  the  weight  of  the  revolv- 
ing mass,  at,  say,  100  revolutions  a  minute, 
which  radius  is  equal  to  3.52  inches  very 
nearly.  At  352  on  the  right  hand  half  of 
the  upper  or  A  scale  of  the  slide  rule  place 
a  mark — that  being  easier  than  remembering 
the  number.  Reverse  the  slide  and  bring  1 
of  the  C  scale  opposite  the  mark.  The  num- 
bers on  the  C  scale,  which  is  now  the  upper 
scale  of  the  slide,  represent  revolutions  a 
minute,  and  they  stand  oposite  the  radii  at 
which,  for  those  speeds,  the  centrifugal  force 
is  equal  to  the  weight  of  the  revolving  mass. 
For  instance,  opposite  20O  revolutions  a  min- 
ute read  .88  inch,  and  opposite  300  revolu- 
tions a  minute  read  0.392  inch.  The  ratio 
between  this  radius  and  any  other  radius, 
multiplied  by  the  weight  of  the  mass,  gives 
the  centrifugal  force  at  that  radius.  The 
radius  determined  may  be  located  by  the 
runner  when,  by  replacing  the  slide  in  its 
normal  position,  the  final  answer  may  be 
quickly  found. 


"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocyeles  and  How  to  Man- 
age Them."  $1.  The  Goodman  Co.,  Box  649, 
New  York. 


Jobbers,  Be  Wise! 

Handle  these 
Goods  and 

MAKE  MONEY. 

STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


PENNSYLVANIA  RUQSER  CO. 
ERIE.   PA, 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 


ERIE,  PA. 


NEW  YORK 

BUFFALO 


BRANCHES: 
CHICAGO 


BOSTON 
PHILADELPHIA 


STATEMENTS  BACKED  BY  FACTS. 

When  we  say  that  the 

FORSYTH  COASTER-BRAKE 

is  the  peer  of  ANY  brake  on  the  market,  we  mean  it. 
The  assertion  is  backed  op  by  the  brake  itself. 


Look  at  its  ORIGINAL  features. 

ADJUSTABILITY  (the  only  brake  that  has  any  adjustment  of  any 

kind). 
Simplicity  of  construction — note  its  few  parts. 
Ease  of  operation.  Positive  in  action. 

IT  WORKS  ALL  THE  TIME. 

If  you  haven't  ah-eady  examined  it,  wouldn't  it  be  a  good  idea 
to  at  least  get  acquainted  with  it  without  delay  ? 


^     FORSYTH  MFG.  COMPANY,  Buffalo,  N.  Y.    ^ 


THE  BICYCLING  WORLD 


543 


PHOENIX'S  FEATURES 


Fpreign  Motor  Bicycle  Which  Incorporates 
not  a  few  Advanced  Ideas. 


Advices  from  England  giving  details  of 
the  Phoenix  motor  bicycle,  a  general  descrip- 
tion of  which  appeared  in  The  Bicycling 
World,  make  it  appear  that  that  bicycle  has 
some  of  the  most  advanced  thought  in  moto- 
cycle  construction. 

In  general  the  machine  presents  the  ap- 
pearance of  the  Minerva  type,  so  popular 
abroad— that  is,  the  motor  is  hung  under  the 
lower  tube  of  the  main  frame,  with  the  tanks 
occupying  the  diamond.  It  is  in  the  details, 
however,  that  the  machine  departs  from  the 
ordinary  Minerva  type  and  that  are  worthy 
particular  attention. 

There  is  no  handle  or  other  means  of  open- 
ing a  compression  cock,  this  latter  being  dis- 
pensed with,  its  place  being  taken  by  an 
exhaust  valve  lifter,  operated  by  a  wire  run- 
ning to  the  left  grip.  This  valve  lifter  is 
fulcrumed  on  a  short  arm  bolted  to  the  upper 
edge  of  the  crank  case,  and  its  back  end  is 
continued  beyond  the  fulcrum  and  comes  in 
contact  with  a  projection  from  a  clip  at- 
tached to  the  lower  frame  tube.  To  this 
clip  is  connected  one  of  the  primary  wires. 

The  first  movement  of  the  wire  slightly 
raises  the  forward  end  of  the  lifting  lever, 
but  this  movement  is  so  little  that  it  does 
not  raise  the  exhaust  valve.  The  lift,  how- 
ever, is  sufficient  to  break  the  electric  con- 
nection of  the  back  end  of  the  fulcrum  and 
the  clip  on  the  frame.  The  lever  operating 
the  wire  is  placed  inside  the  handle  bar  and 
provided  with  a  catch  to  hold  the  exhaust 
open.  When  the  catch  is  released  the  lever 
springs  back  to  its  inoperative  position,  clos- 
ing tlie  valve  and  at  the  same  time  making 
its  electric  connection.  When  it  is  desired' 
to  only  break  the  electric  circuit  the  lever  is 
merely  raised  a  short  distance. 

Another  feature  is  the  extra  gasolene  tank 
placed  between  the  seat  post  tube  and  the 
rear  wheel.  The  main  tank  has  a  small  tube 
passing  from  it,  and  through  the  top  of  the 
spare  tank  to  a  point  near  its  lower  end.  In 
the  screw  cap,  through  which  the  tank  is 
filled  at  its  top,  is  an  ordinary  tire  valve,  to 
which  a  hand  pump  is  attached  to  drive  the 
gasolene  into  the  main  tank. 

With  this  supply  the  bicycle  can  be  ridden 
for  long  distances  without  need  of  refilling. 
It  is  claimed  that  the  maker  has  covered 
over  200  miles  on  the  road  without  a  stop, 
and  during  the  cycle  and  motor  show  now 
being  held  at  the  Crystal  Palace,  London, 
the  bicycle  is  to  be  run  on  the  track  for  a 
non-stop  trial. 

Another  fitting  that  the  makers  of  this 
machine  have  been  experimenting  with  is  a 
two  speed  rear  hub.  The  method  adopted  in 
this  device  is  to  fit  on  the  right  hand  side 
of  the  rear  bub  a  free  wheel  clutch  (with- 
out breaking  mechanism)  for  the  pedal  drive. 
On  the  opposite  side  of  the  hub  the  large 


belt  pulley  is  carried  on  a  drum  fitted  to  a 
sleeve,  which  rotates  inside  the  hub.  On 
the  inner  periphery  of  this  sleeve  are  cut 
teeth,  which  mesh  with  four  spur  wheels 
that  are  moved  in  or  out  of  mesh  by  means 
of  a  cord  projecting  through  the  end  of  a 
hollow  axle  and  running  to  an  operating 
lever  placed  on  the  top  frame  tube  or  handle 
bar,  as  desired. 

The  difference  between  the  high  and  low 
gear  is  25  per  cent,  and  it  is  claimed  that 
with  this  difference  the  bicycle  will  go  up 
any  hill.  If  desired,  both  gears  can  be 
thrown  out  of  mesh,  allowing  the  engine  to 
run  perfectly  free. 

According  to  one  who  has  used  the  ma- 
chine, it  is  best  to  start  the  machine  with 
the  high  gear  in  action,  as  the  power  is  not 
then  transmitted  through  the  small  gear 
wheels  within  the  hub,  which  wheels  might 
be  damaged  by  the  sudden  application  of  the 


GASOLENE  CONSUMPTION 


Under  Adverse  Conditions  Paris  Tests  Prove 
Bicycle  to  be  the  Most  Economical. 


motive  force,  although  they  appear  to  stand 
well  when  merely  transmitting  the  steady 
power  required  when  climbing  hills.  He 
found  that  the  change  of  gearing  is  effected 
most  smoothly  and  without  the  slightest 
trouble,  though  if  the  motor  has  been  discon- 
nected the  macliine  has  to  be  slowed  to  near- 
ly a  walking  pace  in  order  to  get  the  high 
gearing  engaged. 


New  Yoric  Industrial  Jlagnitude. 

The  magnitude  of  the  manufacturing  in- 
dustries of  Greater  New  York  is  disclosed  in 
some  statistics  just  made  public  by  the 
Census  Office.  There  were  in  the  consoli- 
dated city  in  1900  39,777  establishments, 
witli  an  aggregate  capital  of  .$922,12.5,581, 
and  producing  goods  valued  at  .$1,371,398,- 
408.  These  establishments  employed  wage 
earners  to  the  number  of  402,799,  who  re- 
ceived in  wages  .$245,031,181.  The  miscel- 
laneous expenses  amounted  to  $163,173,243, 
and  the  cost  of  the  materials  used  was  $709,- 
120,137.  The  establishments  in  the  city  num- 
bered a  little  less  than  half  those  in  the 
State,  but  the  value  of  their  product  was 
about  63  per  cent  of  that  for  the  State  as  a 
whole.  The  capital  employed  shows  an  in- 
crease of  48  per  cent  for  the  decade,  while 
the  value  of  tlie  products  shows  an  increase 
of  only  26.  4  per  cent. 


In  the  annual  consumption  tests  held  in 
France  week  before  last  there  were  two 
classes  for  motocycles.  One  class  for  quads 
and  tricycles  and  the  other  for  bicycles. 

The  distance  covered  was  100  kilometres, 
fifty  kilometres  out  from  Paris  and  back. 
There  was  no  question  of  speed,  the  entrants 
had  merely  to  cover  the  course  in  a  given 
time.  The  roads  were  in  a  bad  condition, 
for  snow  had  fallen  a  few  days  previously, 
and  a  thaw  had  made  the  roads  very  heavy 
and  muddy,  and  this  may  be  taken  as  in- 
creasing the  importance  of  the  results,  since 
it  is  probable  that  under  better  conditions 
the  consumption  would  be  lower. 

As  all  the  vehicles  differed  in  weight,  the 
only  way  of  getting  an  accurate  and  ready 
means  of  comparison  was  to  work  out  the 
consumption  to  the  kilometre  ton.  Some  of 
the  motor  bicycles  came  out  very  well  in- 
deed, and  two  of  the  Clement  autocyclettes 
consumed  less  than  a  litre  for  the  100  kilo- 
metres, representing  .078  and  .095  litre  a 
kilometre  ton.  The  former  figure  used  to  be 
regarded  as  the  best  that  could  be  obtained 
in  a  motor  vehicle  of  any  kind. 

It  should  be  stated  that  the  pedals  were 
taken  off  the  motocycles,  and  the  whole  dis- 
tance had  to  be  covered  with  the  sole  aid  of 
the  motor.  The  other  bicycles  ranged  from 
.102  to  .163  litre,  but  the  last  machine.  La 
Prangaise,  consumed  more  than  four  times 
the  amount  of  the  winner.  Among  the  tri- 
cycles two  De  Dion  machines  finished,  one 
using  up  2  litres  325  of  50  per  cent  alcohol 
and  the  other  4  litres  465  of  gasolehe,  rep- 
resenting .132  and  .297  litre  a  kilometre  ton, 
respectively.  The  machine  employing  alco- 
hol did  much  faster  time  than  the  gasolene 
tricycle. 

The  Success  of  the  Cinch. 

The  manner  in  which  the  Cinch  coaster 
brake  has  gained  ground  since  Frank  Riggs 
threw  all  his  undoubted  energy  into  it  is 
entitled  to  remark.  A  year  ago  it  was  scarce- 
ly known.  To-day  there  is  small  excuse  for 
the  man  who  does  not  know  it.  Tlie  demand 
has  kept  pace  with  its  increase  of  fame, 
and  has  exceeded  even  Riggs's  most  san- 
guine anticipations.  The  original  output  has 
been  doubled  and  its  tripling  is  in  sight. 


"Defects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motorcycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co.,  Box 
649,  New  York.  *** 


Gump  Returns  to  Dayton. 

A.  W.  Gump,  wJio  established  the  Shelby 
Cycle  Mfg.  Co.  in  1895,  and  who  previously 
was  one  of  the  first  cycle  jobbers  in  the 
country,  has  purchased  the  business  of  the 
Cataract  Tool  and  Optical  Co.,  of  Buffalo. 
Tliis  business  Mr.  Gump  will  remove  to  his 
old  home  place,  Dayton,  O.,  where  he  will 
manufacture  lathes,  tools  and  light  machin- 
ery. 


544 


THE  BICYCLING  WORLD 


1 


"Knowledge  is  Power" 


and   than   now 


it  was  never  more  powerful  in  the  Cycle  Trade. 

The  Dealer  Who  Knows 
What's  What  and  Who's  Who 

and  who  keeps  himself  constantly  informed 

Is  the  One  Who  Wiil  Survive. 


If 


....  IT  IS  THE  MISSION  OF  ... . 

JTHE 

an'^MSTOCYCLE  REVIEW^S- 
TO    SUPPLY    JUST    SUCH    INFORMATION. 

you   ate  content   merely   to   drift   with   the  tide — if   you  are  content   to  live 

within  your  narrow  shell — the  statement  will  sug'g'est  nothing.    If  you  are 

watchful  and  wide-awake ;  if  you  are  a  really  progfressive  merchant 

who  desires  to  survive  and  to  keep  abreast  of  the  times,  this 

subscription  blank  will  be  hint  enough  for  you. 

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THE  BICYCLING  WORLD 


547 


Concerning  Good  Salesmanship. 

Since  salesmanship  is  really  a  science  and 
a  profession  and  is  fast  becoming  recognized 
as  such,  salesmen,  as  a  class,  should  go  at 
their  work  more  scientifically.  Tabre,  for 
example,  the  case  of  a  man  who  is  selling 
some  high  class  specialty.  In  most  cases 
when  he  calls  on  a  customer  he  begins  his 
story  wherever  he  happens  to  and  goes 
through  it  in  a  sort  of  haphazard  way.  Not 
once  in  a  hundred  times  does  he  cover  all 
the  strong  points  of  his  goods,  and  he  is  ex- 
tremely likely  to  omit  exactly  the  point 
which  would  have  been  strongest  with  the 
man  he  is  talking  to. 

There  is  only  one  logical  and  convincing 
way  to  tell  any  story  or  make  any  argument, 
and  many  of  the  best  salesmen  I  know  have 
gone  so  far  as  to  write  out  exactly  what 
they  want  to  say  to  a  customer  and  commit 
it  to  memory,  says  a  contributor  to  the  Chi- 
cago Tribune.  To  some  people  this  may 
seem  like  a  parrotlike  performance,  but  it 
doesn't  work  that  way  in  practice.  At  any 
rate,  every  salesman  would  find  it  a  good 
plan  to  write  out  his  argument  in  the  strong- 
est way  he  can,  and  then,  if  he  does  not 
memorize  it,  at  least  get  firmly  fixed  in  his 
mind  the  main  points  in  the  argument  in 
their  proper  order. 

Another  thing.  A  first  class  salesman  does 
not  let  a  customer  interrupt  him  and  throw 
him  off  the  track.  When  a  customer  says, 
"Yes,  but  I  think  I  can  get  a  larger  discount 
somewhere  else,"  the  up  to  date  salesman 
answers,  "Possibly.  We'll  talk  about  that 
in  a  minute.  Just  now  I  want  to  show  you 
exactly  how  this  gas  engine  or  typewriter 
or  automobile  works,"  and  goes  ahead  with 
his  argument.  If  he  stops  to  answer  every 
objection  at  the  time  it  is  made  he  loses  all 
the  cumulative  effect  of  his  argument,  and 
quite  possibly  arouses  a  spirit  of  antagonism 
in  the  mind  of  his  customer  which  no  amount 
of  argument  will   remove.     If  he  puts  off 


the  customer  with  the  proper  kind  of  an  an- 
swer it  is  more  than  probable  that  by  the 
time  he  has  completed  his  argument  the  cus- 
tomer will  have  forgotten  his  objections  and 
the  salesman  will  not  be  obliged  to  answer 
them  at  all.  At  any  rate,  the  customer  will 
have  all  the  strong  points  of  the  goods  in 
his  mind  when  the  argument  is  completed, 
and  minor  objection  will  not  then  look  so 
large  to  him. 

So  thoroughly  do  expert  salesmen  realize 
that  they  are  engaged  in  one  of  the  learned 
professions  that  I  have  known  some  of  the 
most  successful  men  in  New  York  and  else- 
where to  take  special  courses  in  psychology, 
in  logic  and  even  in  elocution  in  order  to  pre- 
pare themselves  for  still  greater  successes. 
Several  great  firms  which  employ  only  ex- 
perts have  regular  training  schools  for  the 
men  they  employ  to  sell  their  goods,  in  which 
these  men  spend  sometimes  months  before 
they  are  allowed  to  go  out  into  the  field  at 
all.  These  schools  have  regular  text  books 
prepared  for  their  students,  and  expert  pro- 
fessors of  salesmanship  are  employed  to 
lecture  to  them  and  to  put  them  through 
practical  demonstrations  of  their  ability  or 
lack  of  it. 

Dingman  Reports  Success. 

M.  J.  Dingman,  who  has  been  travelling  in 
Europe  in  the  interests  of  the  Goodyear  Tire 
and  Rubber  Co.,  of  Akron,  Ohio,  has  re- 
turned and  reports  a  largely  increased  busi- 
ness in  the  entire  line  of  goods  made  by  the 
Goodyear  Rubber  Co. 


Tlie  City  Smltliy  Up-to-Date. 

On  Ferry  street,  just  off  Main  street,  Buf- 
falo, up  to  a  very  recent  date  there  was  a 
large  and  conspicuous  sign,  painted  on  the 
side  of  a  building,  which  read,  "Horse  Shoe- 
ing and  Bicycle  Repairing." 

"The  only  man  who  makes  no  mistakes  is 
the  man  who  never  does  anything." — Presi- 
dent Roosevelt. 


*' Rubber  Substitute"  a  Misnomer. 

The  term  "I'ubber  substitute,"  applied  to 
the  great  variety  of  materials  that  are  used 
as  admixtures  or  fillers  in  the  manufacture 
of  India  rubber  goods,  is  evidently  a  mis- 
leading one.  A  substitute  is  understood  to 
"take  the  place  of"  and  "answering  the  same 
purpose."  There  is  no  such  substitute  ex- 
isting, and  it  appears  safe  to  say  that  it  will 
never  be  possible  to  produce  by  artificial 
means  a  substance  that  will  take  the  place 
of  India  rubber,  possessing  the  wonderful 
qualities  of  the  natural  gum,  its  astounding 
elasticity  and  resiliency,  waterproof,  acid- 
proof,  insulating  and  other  qualities,  says 
the  "India  Rubber  World."  The  term  "Con- 
current Rubber,"  adapted  lately  by  Mr.  Ju- 
nius Nagel,  of  New  York,  for  his  very  inter- 
esting new  product,  is  much  nearer  to  re- 
ality. "Concurrent"  means  "contributing  to 
the  same  effect,  acting  in  conjunction,  agree- 
ing, uniting  with." 

Mr.  Nagel  is  the  inventor  of  the  well 
known  "Interior  Conduits"  (system  of  in- 
sulating tubes  that  are  similar  to  hard  rub- 
ber), a  variety  of  asbestos  and  other  new 
products,  insulating  materials,  etc.  Accord- 
ing to  the  inventor,  no  other  artificially  pre- 
pared substance  so  nearly  resembles  India 
rubber.  Its  expansion  reaches  about  four  to 
five  times  its  original  volume,  while  its  re- 
siliency— though  not  acting  instantaneously — 
is  remarkable.  It  will  mix  and  vulcanize 
with  India  rubber,  but  may  also  be  used  in- 
dependently for  insulating  electric  wires,  the 
manufacture  of  tire  tape  and  the  like.  It 
contains  no  sulphur,  rubber  shoddy  or  any 
foreign  admixture;  can  be  manufactured  in 
any  degree  of  hardness  or  softness  and  its 
price  is  comparatively  low. 

"Concurrent  rubber"  is  not  one  of  the  so- 
called  "oil  substitutes,"  which  in  most  cases 
are  composed  of  vegetable  oils.  It  may  be 
stated,  nevertheless,  that  there  is  used  in  it 
about  20  per  cent,  of  linseed  oil,  the  balance 
being  gums,  etc.  The  linolein,  however,  ow- 
ing to  a  peculiar  process,  is  decomposed  and 
is  converted  into  linoleic  anhydride  and  lin- 
oxyn. 


J 


FACTS 

about  the 


belong  Motocycle 

THERE  IS  NO  OTHER  MOTOCYCLE  LIKE  IT. 

Tanks,  bag:s,  belts  and  cases  entirely  absent. 
Starts  at  one  revolution  of  the  cranks. 
Its  extreme  lightness  (about  60  pounds). 
Its  speed  trom  5  to  25  miles  per  hour. 
It's  a  wonder  at  hill  climbing:. 
Its  narrow  tread  (5¥  inches). 
Its  strength  and  simplicity. 
It's  a  pleasure  to  ride  it. 

CLEAN— GRACEFUL— RELIABLE. 


WRITE  FOR  OUR  1902  AGENCY  PROPOSITION. 


Catalogues  on  application. 


INDUSTRIAL  MACHINE  CO.,  Phoenix.  N.Y. 


548 


THE  BICYCLING  WORLD 


The  Week's  Patents. 

692,811.  Bicycle.  Anders  G.  Anderson, 
Worcester,  Mass.,  assignor  to  Edmund  Con- 
verse, Worcester,  Mass.  Filed  Nov.  20,  1899. 
Serial  No.  737,721.     (No  model.) 

Claim— 1.  As  an  article  of  manufacture  the 
within  described  coupling  for  bicycle  frames 
comprising  a  central  portion  to  receive  a 
seat  post  tube  and  having  a  prong  and  di- 
vergent prongs,  and  with  their  adjacent  sides 
abutting  and  provided  with  notched  edges 
and  a  notched  tie  piece  engaging  the  notched 
edges  of  said  abutting  sides,  substantially  as 
described. 

692,849.  Attachment  for  Bicycles.  John 
C.  Grout,  Bi-oolilyn,  N.  Y.  Filed  Sept.  27, 
1898.    Serial  No.  691,973.    (No  model.) 

Claim— 1.  An  attachment  for  bicycles,  or 
similar  vehicles,  consisting  of  a  clamp  for  en- 
gaging the  frame,  an  arm  adjustably  pivoted 
to  said  clamp,  and  a  disk  adjustably  pivoted 
to  said  arm,  the  pivot  of  said  disk  being  at 
right  angles  to  the  pivot  of  said  arm. 

692.942.  Motor  Cycle.  Edwin  S.  Strick- 
land, Boundbrook,  N.  J.  Filed  Oct.  1,  1901. 
Serial  No.  77,234.     (No  model.) 

Claim— 1.  In  a  motor  cycle,  the  combina- 
tion of  a  frame  having  its  lower  central 
portion  adapted  to  receive  an  inclosed  driv- 
ing gear,  and  an  explosive  motor  also  having 
an  inclosed  driving  gear  with  means  for 
joining  together  the  corresponding  inclosure 
-  or  casing  of  said  motor  and  cycle  gear,  as 
set  forth. 

692.943.  Bicycle  Gearing.  Charles  S. 
Thompson,  Elizabeth,  N.  J.  Filed  June  28, 
1901.    Serial  No.  66,359.    (No  model.) 

Claim.— 1.  In  bicycle  gearing,  the  combina- 
tion with  a  primary  di'iving  member,  a 
sprocket  wheel  mounted  thereon,  an  inter- 
mediate member  and  gearing  connecting  the 
said  members  whereby  they  are  driven  to- 
gether, but  at  different  relative  rates  of 
speed,  of  a  wheel  with  which  either  the  said 
primary  or  said  intermediate  member  is 
adapted  to  engage,  and  means  operated  by 
the  driving  mechanism  for  permitting  the 
engagement  of  either  the  primaiT  member  or 
the  intermediate  member  with  the  wheel. 

692,975.  Ignition  Plug  for  Explosive 
Motors.  Jena  B.  Boisselot,  New  York,  N.  Y., 
assignor  to  Eduard  Van  Dam,  New  York, 
N.    Y.      Original   application    flled   Oct.    11, 


1900,  Serial  No.  32,693.  Divided,  and  this 
application  filed  Jan.  2,  1901.  Serial  No. 
41,791.    (No  model.) 

Claim. — 1.  In  a  motor,  an  igniting  plug 
provided  with  an  insulated  terminal  holder 
and  a  yieldingly  mounted  binding  post  in 
contact  with  the  terminal  of  said  holder,  as 
described. 

693,001.  Primary  Battery.  John  W.  Frees, 
Reading,  Penn.  Filed  May  15,  1901.  Serial 
No.  60,272.    (No  model.) 

Claim.— A  primai-y  battery,  comprising  a 
lead  casing  or  jar  having  an  open  top,  and 
a  porous  receptacle  B  having  an  open  top, 
located  in  said  casing,  with  a  quantity  of 
pulverized  lead  chlorid  between  said  casing 
and  receptacle,  a  corrugated  zinc  Z,  located 
in  said  receptacle,  and  surrounded  by  a  solu- 
tion composed  of  hydrochloric  acid  and  a 
chlorid  of  an  element  whose  oxid  unites  with 
water  to  form  a  hydrate,  a  quantity  of 
paraffin  oil  covering  said  substance  and  a 
quantity  of  mercury  resting  on  the  bottom 
of  said  receptacle  B  in  contact  with  the 
zinc,  all  substantially  as  and  for  the  purpose 
specified. 

693,069.  Acetylene  Gas  Generating  Lamp. 
Edwin  M.  Rosenbluth,  Philadelphia,  Penn. 
Filed  Feb.  4,  1899.  Serial  No.  704,482.  (No 
model.) 

Claim.— 1.  In  an  acetylene  gas  generator,  a 
carbid  chamber,  a  water  chamber,  a  wick 
extending  from  said  water  chamber  within 
said  carbid  chamber,  a  rotary  valve  sur- 
rounding said  wick  and  arranged  to  control 
the  supply  of  water  thereto,  an  opening 
through  said  valve,  arranged  so  that  said 
wick  may  be  withdrawn  therefrom,  an  oper- 
ating handle  for  said  valve,  and  a  remov- 
able plug  arranged  to  adjust  said  valve  in 
its  casing,  to  secure  said  handle  upon  said 
valve,  and  to  normally  close  the  wick  open- 
ing in  said  valve,  substantially  as  set  forth. 

693,159.  Means  for  Expanding  the  Tubes 
of  Bicycle  Parts  and  Securing  Same.  Victor 
E.  Eumbarger,  Dayton,  Ohio.  Filed  Oct.  30, 
1899.    Serial  No.  735,312.    (No  model.) 

Claim.— 1.  In  a  tube  expander,  the  com- 
bination of  a  tube  having  a  series  of  slots 
therein,  a  lever  within  said  tube  carrying 
curved  faces  on  opposite  sides  of  its  end  ad- 
jacent said  slotted  portion  of  said  tube,  said 
curved  faces  conforming  substantially  to  the 
bore  of  said  tube  and  engaging  said  tube  at 
different  points  in  the  length  of  said  lever. 


the  upper  end  of  said  lever  being  less  in 
thickness  than  the  diameter  of  the  bore  of 
said  tube,  and  means  for  bodily  moving  said 
lever  about  its  fulcrum  point  and  laterally 
with  reference  to  the  axis  of  said  tube,  sub- 
stantially as  specified. 

693,202.  Cycle.  Rudolf  Wittmann,  Brook- 
lyn, N.  Y.  Filed  March  29,  1900.  Serial  No. 
10,690.    (No  model.) 

Claim.— 1.  A  cycle  frame  having  a  tubular 
seat  post  frame  and  a  front  branch,  each 
having  its  lower  end  flattened  into  semi- 
circular shape,  the  flat  sides  of  said  semi- 
circular ends  of  the  seat  post  and  front 
branch  being  arranged  in  juxtaposition,  and 
secured  together,  substantially  as  described. 

693,214.  Bicycle  Driving  Mechanism. 
James  Baker,  Melbourne,  Victoria,  Australia. 
Filed  July  9,  1901.  Serial  No.  67,649.  (No 
model.) 

Claim.— 1.  In  a  cycle  of  the  class  indicated, 
the  combination  with  the  frame  thereof, 
and  driving  mechanism  therefor;  of  a  guide 
frame  having  two  pairs  of  roller  bearings  at 
right  angles  to  one  another,  a  clip  for  hold- 
ing said  guide  frame  in  position,  ears  for  se- 
curing said  frame  to  said  clip,  a  rod  passing 
through  said  guide  frame,  a  saddle  upon  said 
rod,  and  means  connecting  said  rod  to  the 
driving  mechanism,  substantially  as  de- 
scribed. 

693,274.  Voltaic  Cell.  Woolsey  M.  John- 
son, Cambridge,  Mass.,  assignor  of  one- 
fourth  to  Charles  Frederick  Johnson,  Hart- 
ford, Conn.  Filed  March  30,  1901.  Serial  No. 
53,600.    (No  model.) 

Claim.— 1.  In  a  dry  cell  having  an  alkaline 
electrolyte,  a  zinc  electrode,  a  salt  which 
forms  with  zinc  a  soluble  double  salt  in 
alkaline  solution,  and  an  electrode  of  oxi- 
dized copper  gauze. 

693,299.  Bicycle.  Alexander  P.  Morrow, 
Elmira,  N.  Y.  Filed  Dec.  26,  1899.  Serial 
No.  741,633.    (No  model.) 

Claim.— 1.  A  bicycle  hub  having  a  fixed 
hollow  overhanging  annular  brake  flange  in- 
termediate its  ends,  and  an  annularly  ar- 
ranged bevelled  friction  surface  on  the  hub 
adjacent  to  the  overhanging  flange  and  con- 
centric with  said  brake  flange. 


"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them."  $1.  The 
Goodman  Co.,  Box  649,  New  York.  *** 


Wyoma  Universal 

COASTER,  BRAKE  AND  HUB  COMBINED. 
WILL  FIT  ANY  BICYCLE.  READY  TO  IN- 
SERT IN  WHEEL  BY  LACING  IN  SPOKES. 

Wyoma  Detachable 

MADE  TO  FIT  THE  LEADING  STANDARD  HUBS. 
BOTH  MODELS  WILL  ALLOW  REAR  WHEEL  TO 

RUN  BACKWARDS. 

FIVE  PIECES,  SHOWING  CONSTRUCTION  OF  1902  MODELS. 

NO    FIBRES.  NO   BALLS. 

FULLY  GUARANTEED. 


MANUFACTURED  BY 


UNIVERSAL. 


Reading:  Automobile  and  Gear  Company, 

TENTH  AND  EXETER  STS.,  READING,  PA. 


An 

Extraordinary 

Article 


at  an 

Ordinary 

Price. 

That  about  describes 

The 

Oak  Saddle 

You  cannot  buy  a  better 
one  no  matter  what  price  you 
pay  or  to  whom  you  pay  it. 

The  Oak  represents  the 
very  pinnacle  of  saddle  per- 
fection and  is  sold  under  a 
guarantee  that  simply  must 
convince  everyone  that  we 
know  how  to  back  up  our 
goods.     Try  us. 


Newark  Cycle  Specialty  Co. 


NEWARK,  N.  J. 


THE  BICYCLING  WORLD 


About  Motor  Lubrication. 

The  question  of  motoi-  lubrication,  as  be- 
fore pointed  out  in  The  Bicycling  World,  is 
an  important  one  in  appealing  to  the  buyers 
of  raotor  bicycles,  and  should  receive  every 
possible  attention  on  the  part  of  maimers. 

A  device  that  has  been  suggested  is  an 
adaptation  of  the  intake  valve  as  operated  by 
the  vacuum  in  the  cylinder.  The  oiling  valve 
is  made  in  the  same  manner.  It  is  attached 
to  the  crank  case,  and  the  vacuum  in  the 
crank  case  on  the  up  strokes  of  the  piston 
opens  this  valve,  while  the  crank  case  com- 
pression, brought  about  by  the  descending 
strokes,  serves  to  close  the  valve. 

The  spring  can  be  adjusted  by  a  nut  to 
give  any  desired  oil  feed  at  each  time  of 
opening  of  the  valve.  Of  course,  it  should  be 
understood  that  the  analogy  here  di'avpn  be- 
tween the  gas  intake  and  this  valve  should 
be  understood  to  apply  to  the  makeup  only. 
In  running  it  would  operate  twice  as  often. 


549 


"Motorcycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound,  $1. 
The  Goodman  Co.,  Box  649,  New  York    *** 


OILERS. 


PERFECT' 


CEM" 


LEADER" 


STAR" 


We  make  oilers  for  almost  the  entire  trade.     The 
quality  of  our  oilers  is  unequaled. 

GUSHMAN  &  DENISON,  Mfrs.  240-2  W.  23d  Si.  N.  Y. 


TRADE . 


MARK 


Fauber  Perfection  Hanger 


THE 

DIAMOND 
SQUARE 
CRANK 


Unequaled  in 
any  of  the 
points  wliicli 
make  a  Perfect 
Hanger 


LIGHT 
SIMPLE 
DURABLE 


FAUBER 
MFG.  CO. 

ELGIN,     ILL. 


The  fact 


that  it  is  a 


Bevin  Bell 


is  of  itself  sufficient  to  decide 
many  orders. 


But 

we  do  not  depend  on  o«r  name  alone 
to  sell  our  goods. 

The  Combination 

of  quality  and  price  is  there,  and  in  the 
proper  proportions  to  make  the  goods 
worthy  of  their  reputation  and  sale. 


OUR  CATALOG  AND  QUOTATIONS 
ARE  YOURS  FOR  THE  ASKING. 


Bevin  Bros^  Mfg*  Co*, 

EAST  HAMPTON,  CONN. 

Makers  of  bells,  toe  clips,  trooser  guards,  lamp 
brackets,  etc. 

BUSINESS  FOUNDED   J832. 


550 


CHAMPION  HUBS 

Write  tor  Complete  Description  and  Prices, 


(UOHT  WBIGHT   RACING   MODEL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  CHHOE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 


MORSE  r5S.^r  chain 


NOISELESS  IN  flUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Prlctionlefs 
Rocker  Joints.  Insist  on  having  the 
Morse  Twin  Roller.  Fits  regular 
sprockets. 

Send  for  Catalosfue  and 
Trade  Price  to 

Morse  Chain  Co..  immansburg:,  n.  y. 


THE  BICYCLING  WORLD 

WANTS  AND  FOR  SALE. 

1 5  cents  per  line  of  seven  words,  cash  with  order. 

T-TOR  SALE — About  21,000  feet  best  Mannes- 
man's Imported  Tubing,  5-8  in.,  3-4in.,  13-16 
in.,  7-8  in  ,  15-16  in.,  and  i  in.  16,  18,  20,  and  22 
guage  at  4  1-2  cents  per  foot,  as  long  as  it  lasts. 
Estate  of  John  Mc  Clave,  604  West  22nd  St.  N. 
Y.  City. 

AA/ ANTED — Everyone  interested  in  motor  bi- 
cycles to  purchase  "Motocycles  and  How  to 
Manage  Them."  Contains  126  pages  bristling 
with  information.  jjSi.oo  per  copy.  For  sale  by 
The  Goodman  Co.,  154  Nassau  St.,  New  York  City. 


r 


H 


AND  AND  FOOT  PUMPS, 


Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc 


I  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  erder 
MADE  of  BRASS. 

SCOVILL    MFQ.    CO. 

Factories:  Waterbaiy,  Conn. 
Depots:  sie  Lake  St,  Chicago. 

4at  Broome  St.,  New  York 


Bicycle  Parts  and  Tubing 

WRITE  US   FOR   PRICES. 

The  Standard  Welding  Co. 

CI-EV^L-AIMD,  OMiO 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical construction.finish  and  materials  used, 
that  it  is  possible  to  produce  Made  in 
one  grade  only,  the  highest.  Handsome 
in  appearance;  simple  in  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fil- 
ings and  crank  hangers  on  the  market. 
)Our  1Q02  prices  are  tow.    Write  for  them. 

ARiVISTRONC  BROS.  TOOL  CO.,CKlicago. 


m 


ARNOLD,SGHWINN&CO. 


CHICAGO. 


WORLD  BICYCLES. 

Jobbing  Wheels  a  Specialty. 
LARGEST  INDEPENDENT  MAKERS  «N  THE  COUNTRY. 


Upon  receipt  of  40  cents  In  stamps,  we  will  mail  one 
dozen  of  the  MAGIC  as  a  sample  trial  to  any  part  of 
U.  S.  A.    Ask  your  jobber  for  it. 


Hi      THE  MAGIC    .     ^ 

=^(  A  COMPLETE   RE  PAIR  TOOL  FOR  all' 
i^i  SINGLE  TUBE   TIRES.  / 


HAS  APOINTONLYXslN.  DIAMETER. 
Bicycle  salesmen  wanted  to  handle  the  MAQIC  as  a 
side  line. 
THE  MAGIC  REPAIR  TUBE  CO.,  248  LARRABEE  ST.,  CHICAGO,  ILL. 

Century  Cycles 

couldn't  be  better. 

'  MILWAUKEE  CYCLE  CO..    IVIilwaukee.  Wis. 

IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  bars  and  extensions  tor  1902  and 
you  will  be  agreeably  surprised.  Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


The  Crosby  Company, 

BUFFALO,   N.   Y., 

Sheet  Metal  Stamping. 


^be  H6miral 

THE  ONLY  LAMP  WHICH  BURNS 
EITHER  OIL  OR  GAS. 

...Made  by.,. 
THE  ADMIRAL  LAHP  CO.,      -     narysville,  Ohio, 

''D.  &  .!."  HANGERS 


FOR 

Single, 

Tandem, 

Triplet, 

ABsoLUTELr  THE  BEST    Quad  and 

Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hangur  in  the  World. 
Park  City  Mfg.  Co.,  line,  Chicago 


Sterling  Continuous 


NON-WINDINO. 


SinPLE,     COriPACT, 
DURABLE. 


EVERY  BELL  QUARANTEED. 


Ringing:  Cliime. 

NON-REVOLVINQ, 

Clear,  Loud,  Penetrating 
Alarm. 


<«  SALE  BY  THE  WHOLESALE  HARDWARE  AND 
SPORTIISa  OOOD     DBALBSft. 


( PATENT  PENDING.) 


N.  N.   HILL  BRASS  CO.,  ^^„525««r. 

EAST  HAMPTON,  CONN. 

SALESROOMS:    S4-86  Chambers  SL,  NEW  YORK 
4C  PmtI  St.,  BOSTON. 


idMUuHiMMdd 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW, 

In  which  is  incorporated  ** The  Vheel  and  Cycling  Trade  Review liand  the  " American  Cyclist.'* 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  Fi^brttary  27, 


No.  22 


FROM  $200  TO  $150 


New  Range  of  ilotor  Bicycle  Prices  set  by 
the  Auto-Bi  People. 


When  three  weeks  since  the  Buffalo  Auto- 
mobile &  Auto-Bl  Co.  made  public  their  chain 
driven  motor  bicycle  with  the  motor  posi- 
tioned at  the  cranii  hanger,  nothing  was  said 
about  other  models,  and  the  "transformation 
of  the  Auto-Bi"  created  a  running  fire  of 
comment  and  a  chorus  of  "Ahs!"  It  was 
supposed  that  the  Auto-Bi  people  had  aban- 
doned the  belt. 

It  now  transpires,  however,  that  they  liept 
two  cards  up  their  sleeves;  these  they  have 
just  played.  They  constitute  two  belt-driven 
machines,  one  at  $175,  the  other  at  $150— 
the  latter  a  much  talked  of  figure,  but  one 
not  generally  anticipated,  this  season  at 
least. 

The  $150  model  is  substantially  last  year's, 
with  a  few  refinements.  It  is  fitted  with  a 
1%  horse  power  motor,  while  the  other  two 
models  have  engines  of  2%  horse  power. 


Doss  are  Baggage ;  Bicycles  are  not. 

After  consultation  with  the  representatives 
of  the  Eastern  railroads,  the  Central  TraflBc 
Association  has  adopted  a  code  of  rules  af- 
fecting all  baggage  transportation  west  of 
Buffalo  and  Pittsburg  and  east  of  Chicago 
and  St.  Louis.  These  new  rules  are  to  take 
effect  March  1.  Under  the  new  rules,  bi- 
cycles, automobiles,  baby  carriages  and  other 
articles  of  the  same  kind  must  pay  express 
rates.  These  articles  will  not  be  checked. 
Uncrated  dogs,  however,  are  carried  free. 
The  rule  cannot,  nevertheless,  apply  in  New 
York  State,  as  the  law  requires  that  bicycles 
be  carried  without  charge. 


Whitten  and  Pollard  Part. 

At  Lynn,  Mass.,  has  taken  place  a  distinct 
change  in  one  of  the  landmark  concerns. 
The  old  time  firm  of  Whitten  &  Pollard  has 
been  dissolved,  the  two  partners  dividing  the 
business  so  that  the  bicycle  end  is  being 
continued  by  Mr.  Whitten,  while  Mr.  Pollard 
takes  over  the  sporting  goods  division  of  the 
former  joint  bvisjness, 


be 


A.  B.  C.'s  Motor  Bicycles,  $45^.         ^^^  WA 
The  motor  bicycle  expected  of  th^Ameri-         ^n. 

can  Cycle  Manufacturing  Co.  made  irS  fir^t      Fiirai^eport  S 

appearance   in  Boston   on   "opening   dayi~(^ 

Saturday  of  last  week.    It  will  probably  bk^'~'^/p^_ 

announced  to  the  public  next  week.  ^<4^tep 

It  turns  out  to  be  a  good  looking,    chain 

driver,  with  the  motor  positioned  in  a  loop 

behind     the     seat    post.      What     is     even 

more  interesting  and  what  has  been  awaited 

with  no  little  curiosity,  its  price  is— $175. 


:k  dividend  due 


m 


)niitted— Some  $20,000  to 
sd  Among  Creditors. 


Snow  riarred  "  Opening  Day." 

Pi-actically  the  only  section  in  this  country 
that  this  year  continued  the  one  time  fairly 
general  practice  of  setting  aside  Washing- 
ton's Birthday  as  an  opening  day  in  their 
respective  bicycle  rows,  was  in  and  around 
Boston.  Unfortunately  the  worst  of  weather 
conditions  prevailed,  and  of  course  the  at- 
tendance at  the  various  stores  was  affected 
thereby,  so  that  a  true  comparison  is  dif- 
ficult to  make.  It  is  perhaps  a  fact,  how- 
ever, that  curiosity  seekers  were  deterred 
thereby,  and  that  those  who  did  make  the 
rounds  were  of  the  really  interested  class. 

According  to  all  reports,  the  various  motor 
bicycles  came  in  for  a  decidedly  interested 
inspection,  criticism  and  favor.  The  mach- 
ines in  evidence  were  the  Marsh,  Royal,  In- 
dian, Orient,  Auto-Bi,  HoUey  and  the  ma- 
chine made  by  the  American  Cycle  Manufac- 
turing Co.,  which  made  its  first  appearance. 


To  Hold  a  Coasting  Contest. 

No  definite  decision  regarding  the  Quadri- 
Centennial  Celebration  of  the  American  bi- 
cycle, which  the  Metropole  Cycling  Club  of 
this  city  has  under  consideration,  has  been 
reached.  It  is  being  held  in  abeyance  pend- 
ing the  result  of  of  a  canvass  of  the  local 
and  neighboring  clubs,  whose  support  of  the 
contemplated  parade  is  necessary.  The  Me- 
tropole Club  has  voted,  however,  to  promote 
a  coasting  contest,  and  as  the  coaster  brake 
has  appeared  since  the  last  of  those  func- 
tions occurred,  it  is  believed  that  some  new 
wrinkles  can  be  evolved. 


Randall  Opens  in  Boston. 

Fred  E.  Randall,  who  for  years  has  been 
a  prominent  dealer  in  Chelsea,  Mass.,  has 
opened  a  new  store  at  No.  245  Columbus 
avenue,  Boston, 


wa^jSTfenng  up  and  down  the  land 
for  an  interminable  time  and  slowly  dragging 
its  robes  through  the  courts,  the  ghost  of 
the  Warwick  Cycle  Mfg.  Co.,  of  Springfield, 
Mass.,  has  finally  been  laid.  Its  bones  have 
been  given  a  final  shake  for  anything  they 
might  contain,  and  ordered  to  their  last  rest. 

Alfred  S.  Clarke,  of  Providence,  R.  I.,  and 
J.  H.  Hendrick,  of  Springfield,  the  assignees, 
have  submitted  their  final  account  to  the  In- 
solvency Court.  The  account  has  been  al- 
lowed, and  a  distribution  of  the  undivided 
assets  ordered.  The  final  account  shows  re- 
ceipts of  $82,221  and  payments  of  $62,158, 
leaving  a  balance  to  be  paid  out  in  dividends 
of  $20,062.  The  receipts  include  $67,503,  re- 
ceived for  the  Warwick  plant,  and  $9,220,  re- 
ceived in  settlement  of  the  suit  instituted 
against  the  Second  National  Bank  that  was 
recently  adjusted. 

It  is  expected  that  fne  $20,062  to  be  dis- 
tributed will  mean  a  dividend  of  between  5 
and  8  per  cent.  The  assignees  have  already 
paid  27  per  cent. 


One  Mail-order  Fraud  Checked. 

The  Postmaster-General  has  Issued  a  fraud 
order  against  the  new  Victor  Manufacturing 
and  Supply  Co.,  of  Chicago.  The  concern 
was  one  of  the  mail  order  variety  that  of- 
fered for  sale  goods  of  various  kinds,  such 
as  bicycles,  sewing  machines,  etc.,  and  when 
remittances  were  received  from  patrons, 
failed  to  forward  the  articles  paid  for.  The 
concern  received  about  forty  registered  let- 
ters a  day.  The  Assistant  Attorney-General 
has  recommended  that  the  fraud  order  be 
discontinued  upon  the  appointment  of  a  re- 
ceiver for  the  new  Victor  Co. 


Offered  to  Russell. 

According  to  reports  from  Toronto,  the 
management  of  the  Canada  Cycle  &  Motor 
Co.  has  been  offered  Thomas  A.  Russell,  now 
secretary  of  the  Canadian  Manufacturers' 
Association. 


^^EB 


564 


THE  BICYCLING  WORLD 


COL.  BURDETT'S  TRAGIC  END 


Dashed  to  Death  In  Hotel  Horror — His  Busy 

and  Varied  Career— Had  Been  L  A.  W. 

President  and  Served  Tradeand 

Pastime  in  Many  Ways. 


Amoug  those  wlio  met  their  deaths  in  the 
Park  Avenue  Hotel  horror,  in  this  city,  in 
the  early  morning  hours  of  Saturday  last, 
^^  as  Colonel  Charles  L.  Burdett,  of  Hartford, 
Conn.,  whose  end  was  particularly  sad  and 
tragical. 

He  had  evidently  been  aroused  after  the 
tire  had  made  considei'able  progress,  and, 
finding  that  escape  from  the  room  by  the 
corridors  and  elevator  or  staircase  was  im- 
possible, had  dropped  his  mattress  on  the 
roof  of  the  inclosed  space  ai'ound  the  court- 
yard, six  stories  below,  and  then  made  a 
rope  of  the  sheets  from  his  bed.  This  he 
fastened  in  his  room  and  then  went  down 
the  improvised  rope  hand  over  hand  until 
he  reached  the  end,  when  he  dropped  the 
rest  of  the  distance.  He  calculated  to  alight 
on  the  mattress,  and  possibly  did,  but 
slipped,  owing  to  the  icy  condition  of  the  tin 
roof,  and  pitched  off  the  roof,  striking  the 
courtyard  pavement  on  his  head.  His  death 
was  probably  instantaneous. 

His  heroic  attempt  at  escape  was  entirely 
unnoticed,  his  body  not  being  found  until 
daybreak;  it  had  lain  for  several  hours  in 
the  driving  sleet  and  snow.  " 

While  his  military  career  had  made  him 
well  known  throughout  Connecticut,  and 
from  1801  to  1894  his  services  as  an  official 
of  the  League  of  American  Wheelmen  gave 
him  a  reputation  that  was  national,  few  of 
the  reports  of  Colonel  Burdett's  death  re- 
marked the  leading  parts  he  had  played  in 
the  cycling  world.  But  there  are  few  wheel- 
men with  retentive  memories  who  can  well 
forget  either  the  man  or  his  accomplish- 
ments. The  short,  slender,  sharp  eyed, 
quick  actioned  little  man  with  the  high  fore- 
head and  well  trimmed  beard  that  seemed  to 
forever  hide  a  smile  is  not  easy  to  forget. 

He  was  one  of  the  first  bicyclists  in  Con- 
necticut, having  become  a  rider  in  1880.  He 
l)ecame  identified  with  the  cycling  movement 
in  the  late  eighties,  when  he  was  chosen  at- 
torney for  the  Connecticut  Division,  L.  A. 
W.  In  that  capacity  his  clearheadedness,  his 
determination  and  his  sound  counsel  brought 
him  into  such  prominence  that  in  1891  he 
was  elected  first  vice-president  of  the  organ- 
ization. The  year  following  he  became  pres- 
ident, and  in  1893  was  elected  to  succeed 
himself.  He  was  one  of  the  last  presidents 
to  serve  the  league  for  love  of  the  organiza- 
tion. 

During  Colonel  Burdett's  administration 
the  L.  A.  W.  was  not  free  from  strife.  But 
whether  as  presiding  officer  or  in  council 
with  himself  he  was  equal  to  all  occasions. 
He  was  quick  to  think,  and  as  quick  to  act, 
and  when  he  acted  it  was  with  decision;  his 


jaws  shut  with  a  snap.  He  was  no  man's 
plaything.  He  had  a  mind  of  his  own,  and 
in  speaking  it  he  often  did  so  with  such  di- 
rectness and  bluntness  as  to  make  the  other 
man  sit  up  with  suddenness.  An  instance 
of  the  sort  occurred  during  his  term  of  office. 
There  was  a  mighty  scramble  for  the  chair- 
manship of  the  racing  board,  and  the  Colo- 
nel was  beset  on  all  sides,  all  manner  of 
pressure  being  brought  to  bear  on  him.  The 
clamor  did  not  disturb  him  for  a  moment, 
for  with  supreme  calmness  he  refused  to 
heed  it  and  picked  out  for  the  position  a  man 
with  a  local  reputation  only  and  who  had 
never  been  even  remotely  suggested  for  the 
chairmanship— Howard  E.  Raymond,  of 
Brooklyn,  N.  Y.  Subsequent  events  proved 
the  wisdom  of  his  action  and  choice. 
Colonel   Burdett  was   frequently   in   New 


York,  and  on  the  occasion  of  a  recent  visit 
a  Bicycling  World  man  suggested, .  that  he 
might  attend  the  Torrington  meeting  of  the 
L.  A.  W.  and  stir  up  things. 

"I'm  afraid  I  would  find  no  one  there  whom 
I  know  or  who  would  know  me,"  he  re- 
sponded with  a  smile 

By  profession  Colonel  Burdett  was  a  civil 
engineer  and  patent  attorney.  In  the  latter 
capacity  he  became  identified  with  the  cycle 
trade.  He  was  one  of  the  Pope  Mfg.  Co.'s 
corps  of  advisers,  and  Avas  particularly  con- 
cerned in  that  company's  purchase  and  oper- 
ation of  the  bevel  gear  patents.  He  had  also 
served  the  Bevin  Bros.  Mfg.  Co.,  the  Liberty 
Bell  Co.  and  others  known  to  the  cycle  trade. 
At  the  time  of  his  death  he  was  handling  for 
the  American  Bicycle  Co.  a  patent  case  in- 
volving their  coaster  brake,  and  it  was  to 
consult  with  Colonel  George  Pope,  of  that 
company,  regarding  that  case  that  he  came 
to  New  York  on  what  proved  his  last  visit. 
As  fate  would  have  it,  he  was  crowded  out 
of  the  hotel  at  which  he  usually  stopped,  and 


his  first  lodging  at  the  Park  Avenue  was  his 
last. 

As  a  soldier,  he  rose  from  a  corporal- 
ship  to  the  coloneycy  of  the  First  Regi- 
ment, Connecticut  National  Guard,  being 
promoted  from  corporal  to  major  at 
one  bound.  In  the  latter  rank  the 
signal  service  was  his  hobby,  and  it  was  due 
to  his  efforts  that  the  Signal  Corps  was  or- 
ganized. In  1891  he  added  to  its  efficiency 
by  mounting  the  corps  on  bicycles— the  first 
of  the  sort  in  America — and  brought  it  to 
such  a  degree  of  efficiency  that  Frederic 
Remiiagton,  after  following  the  corps  ma- 
noeuvres, stamped  it  as  "worthy  of  the 
plains."  When  he  was  made  its  colonel  the 
regiment  itself  was  in  a  state  of  disorganiza- 
tion, and  it  was  to  Burdett's  energy,  ability 
and  perseverance  tliat  it  was  put  on  its  feet 
and  kept  there  in  good  shape.  When  the 
call  came  for  volunteers  for  the  war  with 
Spain  Colonel  Burdett  and  his  regiment  re- 
sponded promptly,  but  he  was  almost  heart 
broken  at  beiog  assigned  to  duty  on  the 
coast  of  Maine.  He  protested  so  vigorously 
that  "his  men  had  enlisted  to  fight,"  and 
should  be  at  the  front,  that  his  command 
was  transferred  to  Virginia,  close  to  Wash- 
ington. He  thereafter  haunted  the  War  De- 
partment in  liis  anxiety  to  be  sent  to  the 
front,  but  his  demands  availed  nothing. 
When  the  peace  protocol  was  signed  he  was 
as  insistent  that  his  men  had  enlisted  "for 
fight,  not  for  garrison  duty,"  as  he  himself 
told  a  Bicycling  World  man,  and  as  a  result 
his  regiment  was  one  of  the  first  to  be 
mustered  out. 

Colonel  Burdett  had  dabbled  in  Connecti- 
cut politics,  and  was  identified  with  all  the 
popular  movements  occurring  in  Hartford. 
He  was  a  member  of  several  Masonic  bodies, 
and  belonged  to  St.  .John's  Lodge,  Walcott 
Council,  Pythagoras  Chapter,  Washington 
Commandery  and  Sphinx  Temple,  Nobles  of 
the  Mystic  Shrine.  He  was  the  drillmaster 
of  Washington  Commandery.  He  was  also 
a  member  of  the  Order  of  Foreign  Wars, 
the  Country  Club  of  Farmington,  the  Na- 
tional Guard  Assciation,  the  National  Mili- 
tary Service  Association,  the  American  So- 
ciety of  Civil  Engineers  and  the  Society  of 
the  War  of  1812,  and,  of  course,  the  League 
of  American  Wheelmen. 

In  addition  to  his  zeal,  energy  and  many 
other  qualities  which  ordinarily  bring  suc- 
cess in  life,  Colonel  Burdett  was  ambidex- 
trous. He  could  write  equally  well  with  the 
left  or  the  right  hand,  and  could  also  draw 
or  sketch  with  either.  It  was  his  custom  or 
habit  to  write  with  whichever  hand  was 
most  convenient  for  the  position  of  the  paper 
or  work  he  was  doing,  and  if  one  hand  got 
a  little  tired  he  would  use  the  other.  Before 
its  absorption  by  the  Bicycling  World  the 
Colonel's  good  right  hand  and  equally  good 
left  one  had  often  contributed  to  The  Ameri- 
can Cyclist. 

Colonel  Burdett  was  born  in  Nantucket, 
Mass.,  on  September  3,  1848;  studied  engi- 
neering at  the  Massachusetts  Institute  of 
Technology  and  law  at  Columbia  College. 
He  is  survived  by  his  father,  mother  and 
two  children. 

His  remains  were  laid  at  rest  with  mili- 
tary honors  on  Wednesday. 


mm 


^Mimaiui 


THE  BICYCLING  WORLD 


565 


WHERE  CHAINLESSES  LAG 


Fertile  Field  Which  is  Indifferently  Culti- 
vated— High  Gears  and  Low. 


Melbourne,  Jan.  23.— Owing  to  the  vacation 
caused  by  the  Christmas  holidays  consider- 
able time  was  lost  by  Parliament  in  the  con- 
sideration of  the  tariff,  as  already  an- 
nounced. Work  has  been  resumed,  but  the 
items  appertaining  to  cycles  have  not  been 
touched.  In  common  with  all  other  trades 
whose  goods  hare  not  yet  been  finally  dealt 
with,  there  is  a  great  deal  of  uncertainty, 
and  which  is  doubtlessly  the  cause  of  a  de- 
cided flatness  in  business  circles  generally. 
If  anything,  the  wheel  trade  is  a  shade  bet- 
ter than  at  this  time  last  year,  owing  prob- 
ably to  an  exceedingly  mild  summer,  which 
has  rendered  cycling  possible  throughout  the 
season.  Instead  of  the  thermometer  aver- 
aging 95  to  100  degrees,  it  rarely  exceeds  80. 
As  I  write  now,  10  p.  m.,  the  instrument 
shows  66  degrees.    And  this  is  midsummer. 

The  chainless  machine  has  yet  to  be  intro- 
duced here  in  a  practical,  businesslike  man- 
ner. I  do  not  think  there  are  more  than 
half  a  dozen  of  that  class  in  this  State,  and, 
although  I  ride  more  than  most  wheelmen 
here,  I  may  say  that  no  chainless  machines 
are  met  with.  Last  year,  business  and  pleas- 
ure combined,  I  covered  just  upon  14,000 
miles,  and  always  have  at  least  two  ma- 
chines on  hand.  It  may  interest  you  to 
know  that,  although  an  old  seasoned  rider, 
dating  as  far  back  as  1880,  I  do  not  exceed 
68  in  gear  for  touring  and  general  riding. 
Gears  up  to  92  inches  have  been  tried,  but  I 
found  that  the  distances  a  day  were  not  in- 
creased, and  that  one  required  a  longer 
period  to  recover  from  an  extended  ride  on 
a  high  (say,  84  inch)  gear  than  what  he  did 
when  using  a  low  one.  With  the  latter  exer- 
cise predominated  over  exertion,  and  it  is 
exercise,  not  exertion  or  strain,  that  most 
men  want. 

When  in  the  old  ordinary  days  we  did  not 
think  it  anything  extraordinary  to  cover 
70,  80,  90  or  even  100  miles  in  a  day, 
but  now,  with  the  vastly  improved  machines 
and  tires,  the  present  day  cyclist  shrinks 
from  fifty  miles.  The  high  gears  have  killed 
them  off.  Of  course,  if  one  is  going  in  for 
racing  that  question  is  changed.  Everything 
is  then  a  matter  of  pace;  comfort  and  pleas- 
ure do  not,  and  cannot,  enter  into  the  racer's 
calculations. 

Referring  again  to  chainless  machines,  no 
questions  are  ever  asked  about  them,  be- 
cause they  are  not  exploited.  Personally,  I 
do  not  know  what  they  are;  I  have  seen  and 
handled  them,  but  liave  never  put  them  to 
any  test,  and  therefore  should  consider  be- 
fore I  ventured  to  invest  in  one,  no  matter 
how  much  the  appearance  and  running  im- 
pressed me,  and  should  certainly  hesitate 
before  taking  one  on  an  extended  tour.  This, 
to  Americans,  may  seem  queer,  and  to  refer 
more  to  one  as  an  individual.    Not  so,  how- 


ever, I  was  one  of  the  first  riders  to  take  to 
the  safety,  the  pneumatic  tire,  the  free 
wlieel,  and  have  lately  been  exploiting  the 
two  speed  gear  with  coaster  attachment 
combined,  with  very  satisfactory  results.  I 
consider  this  latter  combination  one  of  the 
finest  adjuncts  to  the  present  day  cycle. 


BARWEST'S  BIG  DEAL 


Kessler  Absorbs  a  Competitor. 

The  Washington  (D.  C.)  Cycle  Supply  Co., 
of  which  W.  H.  Coleman  was  proprietor, 
has  been  absorbed  by  C.  S.  Kessler  &■  Bro., 
of  that  city.  The  deal  leaves  the  Messrs. 
Kessler  practically  a  clear  field  in  the  Dis- 
trict jobbing  trade. 


Here's  the  Motocycle  5led. 

The  motor  driven  cycle  sled  has  made  its 
appearance,  and  in  Chicago.  I.  H.  Whipple, 
of  the  Whipple  Cycle  Co.,  of  that  city,  is  its 
originator,  and  in  a  letter  to  The  Bicycling 
World  he  vouches  for  the  fact  that  it  is  emi- 
nently practical.     He  states  that  he  has  had 


many  spirited  brushes  with  the  horse  drawn 
sleighs  on  the  West  Side  boulevards  of  Chi- 
cago, the  tremendous  pace  of  the  motocycle 
sled  making  it  easily  possible  for  it  to  hold 
its  own.  As  the  illustration  makes  plain, 
the  sled  is  a  Mitchell  motor  bicycle  with  the 
front  wheel  removed  and  runners  substi- 
tuted.   

Downey's  Mile  in  54  i-S. 

Advices  from  Brockton,  Mass.,  state  that 
on  Friday  last  Joseph  Downey,  on  the  Marsh 
six  horsepower  motor  bicycle,  rode  a  strait- 
away  mile  on  the  State  road  near  Norwood 
in  the  phenomenal  time  of  54 1-5  seconds, 
doing  the  quarters  in  141-5,  13  3-5,  13  2-5 
and  13  seconds  flat. 

The  performance,  although  checked  by 
four  watches,  was  unfortunately  unofficial, 
and  cannot  therefore  stand  as  a  record,  al- 
though it  is  easily  the  fastest  mile  ever 
ridden  on  a  bicycle  of  any  sort,  and  is  but 
2 1-5  seconds  behind  Fournier's  perform- 
ance in  a  forty  horsepower  carriage.  Later 
in  the  year  Downey  will  make  an  official 
trial,  and  believes  he  can  certainly  equal  the 
Frenchman's  flight. 


Chooses  Another  Columbia  Man. 

President  George  H.  Day  of  the  Electric 
Vehicle  Co.  is  surrounding  himself  with 
nearly  all  of  the  men  who  were  his  lieuten- 
ants when  he  himself,  was  managing  the  in- 
terests of  the  Columbia  bicycle.  Henry  Good- 
man is  the  most  recent  addition  to  his  staff. 
Goodman  has  been  named  manager  of  the 
Electric  Vehicle  Co.'s  Chicago  branch. 


England  and  all  Europe  Given  over- 
Order  Also  Involved. 


-Plump 


B^ank  F.  Weston,  the  manager  of  the  Bar- 
west  Coaster  Brake  Co.,  has  added  another 
plume  to  his  cap,  and  takes  no  trouble  to 
conceal  his  good  feelings  because  of  the 
fact. 

The  "plume"  comprises  a  deal  with  the 
well  known  exporting  house  of  Guiterman, 
Rosenfeld  &  Co.,  who  have  taken  over  the 
Barwest  interests  for  Great  Britain  and  the 
Continent,  France  excepted,  the  Barwest 
people  already  having  capable  '-epresenta- 
tives  in  that  country.  The  deal  carried  with 
it  an  order  for  a  good  many  thousands  of 
coaster  brakes,  and  as  the  Barwest  is  al- 
ready pretty  well  known  abroad,  •lud  is  giv- 
ing a  good  account  of  itself,  a  "repeat  order" 
is  reasonably  sure. 

With  the  coaster  brake  situation  generally 
Weston  has  no  fault  to  find. 

"We  are  turning  out  700  a  day  and  are 
still  behind  orders,"  is  the  way  he  expresses 
his  satisfaction. 


Pill  naker't  "  Gold  Brick.  " 

According  to  a  Boston  correspondent,  the 
manufacturers  of  a  widely  advertised  purga- 
tive pill  have  about  completed  negotiations 
for  the  purchase  of  a  first  class  gold  brick. 
The  "brick"  comprises  "a  local  expert  in  bi- 
cycling who  intends  to  enter  the  races  this 
year  on  the  grand  circuit,  and  who  does  not 
want  to  run  under  his  own  name  for  family 
reasons."  He  proposes  to  race  with  an  ad- 
vertisement of  the  pill  in  question  em- 
plazoned  on  his  sweater,  and  the  pill  com- 
pounders have  about  agreed  to  pay  him  a 
lump  sum  for  the  publicity  thus  promised. 
The  young  man  and  the  pill  makers  are  evi- 
dently unaware  of  what  happens  to  young 
men  who  race  under  false  names. 


High  Pressure's  new  Package. 

To  meet  the  demand  of  dealers  who  do  not 
desire  to  carry  a  large  stock  or  assortment, 
the  National  Cement  &  Rubber  Mfg.  Co.,  of 
Toledo,  O.,  are  putting  up  an  assorted  lot  of 
their  High  Pressure  manufactures  in  a  pack- 
age which  is  in  itself  a  display  case.  They 
style  it  the  "High  Pressure  Happy  Family." 
The  package  comprises  two  bottles  of  oil, 
three  bottles  of  Oilene  and  three  tubes  each 
of  chainine,  graphite,  rubber  cement,  rim 
cement,  plugging  cement  and  jifoid  cement. 
Tbe  price  of  the  assortment  is  not  its  least 
feature  of  interest. 


League  Changes  Organs. 

The  League  of  American  Wheelmen  has 
once  more  changed  its  official  organ.  The 
Tri-Weekly  Tribune,  of  this  city,  now  has 
the  contract. 


|^£. 


566 


THE  BICYCUNG  WORLD 


MODEL  50  NATIONAI-  CHAINLESS. 


Tley  ZK  ktler  ttai  aa  ftr  190^ 


beating  the  record 
over  an  hour. 


NATIONAL  CYCLE  MFQ    COMPANY, 

BAY  CITY,  MICHIQAN. 


FISK  TIRES. 


I 

S 
K 

T 
I 

R 
E 

S 


MR.  DEALER — our  tire  proposition  is  an 
interesting  one.  If  our  traveler  has  not 
called  upon  you,  send  us  a  line. 

You  will  be  wise  if, 
"  You  buy  the  FISK  and  run  no  RISK  " 


FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 


BOSTON,  SPRINQFIELD,  NBW  YORK,  PHILADELPHIA, 

604  Atlantic  Ave.  40  Dwight  St.  S3  Chambera  St.  916  Arch  St. 

BUFFALO.  DETROIT,  CHICAQO.  SAN  FRANCISCO, 

28  W.  QenMce  St.  252  J««MW>n  Avab  54  State  St.  114  SKond  St 


SYRACUSE. 

423  S*.  aiatoa  St. 


THE  BICYCLING  WORLD 


567 


•1877ko 


roCYCLE  REVlEW<«s^ 

In  which  is  Incorporated 
'  .ne  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 
By 

THE  GOOOMaN  eOMPaNY, 

133*125  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


Subscription,  Per  Annum  [Postage  Paid]  $2.00 
Single  Copies  [Postage  Paid]  .  .  .  10  Cents 
Foreign  Subscription $3.00 

Invariably  in  Advance. 

Postage  stamps  will  be  accepted  in  payment  for  subscripiions, 
but  Koi  for  advertisements.  Checks.  Drafts  and  Money  Orders 
should  be  made  payable  to  The  Goodman  Company. 


Entered   as   second-class   matter  at   the   New  York,  N.  Y., 
Post  Office,  September,  1900. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

1^°"  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

II^°"  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 

Nkw  York,  February  27,  igo2. 


Col.  Charles  L.  Burdett. 

It  was  not  given  to  every  man  to  know 
Charles  L.  Burdett  as  we  knew  him,  and 
more's  the  pity.  But  for  all  of  that,  the 
cycling  world  owes  to  his  memory  its  rever- 
ence, respect  and  grateful  acknowledgment. 
He  served  it  as  he  served  every  one  and 
everything — ably,  unselfishly  and  well. 

Colonel  Burdett  was  a  man  worth  know- 
ing, a  man  whose  friendship  and  counsel 
were  worth  something.  He  was  no  syco- 
phant, no  player  to  the  galleries.  He  was  a 
direct  and  pm"poseful  man.  He  said  what 
he  meant,  and  meant  what  he  said.  He  was 
unskilled  in  that  gentle  ai"t  of  lying  which 
we  term  "diplomacy."  Perforce  he  was  no 
hypocrite,  which  means  that  he  was  himself, 
and  true  to  himself  and  to  all  others  and  all 
else.  There  were  not  many  inches  to  his 
frame,  but  every  inch  of  it  was  of  the  man- 
liest type  of  man. 

His  heroic  effort  to  avert  death,  liis  quiclv 
wit,  his  resourcefulness  in  the  face  of  the 
direst  danger  was  typical  of  the  man. 

When  the  earth  closed  oyer  all  that  vyas 


mortal  of  Charles  L.  Burdett  on  Wednes- 
day, and  the  bugle  blew  the  melodious  if 
mournful  "Taps,"  which  sounds  the  soldier's 
call  to  eternal  rest,  it  marked  the  end  of  a 
career  that  had  been  lived  as  the  Persian 
poet  beautifully  expressed  the  span  that  we 
call  life: 

"The    morn    that    ushered    thee    to    life,    O 

child. 
Found  thee  in  tears  while  all  around  thee 

smiled. 
So  live,  that  when  thou  take'st  thy  last  long 

sleep. 
Smiles  may  be  thine  while  all  around  thee 

weep. 

Nb  man  need  feel  a  sense  of  weakness  be- 
cause of  tears -that  well  up  when  realiza- 
tion comes  that  such  as  was  Burdett  has 
gone  from  us  forever.  He  was  worthy  of 
them. 


Will  the  League  Act  ? 

The  action  of  the  Central  Traflftc  Associa- 
tion in  declaring  that  bicycles  are  no  longer 
baggage  and  in  exacting  a  charge  for  their 
transportation  should  not  be  suffered  to  pass 
unheeded.  It  calls  for  action,  prompt  action 
and  plenty  of  it.  It  is  evidence  that  the  of- 
ficials who  claim  that  there  is  nothing  more 
for  the  L.  A.  W.  to  do  were  "too  previous." 
Will  the  League  rise  to  the  present  occasion 
and  prove  its  right  to  existence  and  support? 


Don't  Overlook  Japan. 

Among  the  opportunities  of  which  the 
American  cycle  trade  should  not  lose  sight 
is  the  International  Industrial  Exposition 
which  is  billed  to  open  in  Osaka,  Japan,  on 
March  1,  1903,  and  to  continue  until  July  31 
following. 

Despite  the  date,  there  is  no  time  to  lose, 
as  applications  for  space  must  be  filed  before 
June  30  of  this  year. 

We  give  editorial  prominence  to  the  sub- 
ject because  in  our  opinion  there  is  no  coun- 
try that  holds  such  cycling  promise  as  Japan. 
Witliin  the  last  few  months  we  have  had 
extended  converse  with  not  one,  but  several, 
gentlemen  from  Japan,  and  all  that  they  say 
makes  it  appear  that  the  empire  is  on  the 
edge  of  just  such  a  cycling  boom  as  swept 
this  country  but  a  few  short  years  ago. 

The  Japanese  are  just  about  reaching  the 
club  and  the  racing  and  track  building  stage 
of  cycling  interest,  and  its  development,  as 
was  the  case  here  and  everywhere  else,  is 
almost  certain  to  result  in  an  enormously 
quickened  demand  for  bicycles.  The  Amer- 
ican article  is  already  in. good  repute,  and  if 


the  trade  but  properly  follows  up  its  oppor- 
tunities as  they  present  themselves  profit- 
able results  should  accrue.  The  fact  that 
the  English  language  is  being  taught  in  the 
public  schools  and  is  generally  understood 
greatly  facilitates  matters. 

The  Osaka  exposition  is  an  opportunity  of 
the  sort,  and  is  easily  available.  The  Japan- 
ese Government  provides  space  free  of 
charge,  but,  as  stated,  applications  must  be 
filed  previous  to  June  30  next.  The  chief 
commissioner  for  the  Fifth  Domestic  In- 
dustrial Exhibition,  Department  of  Agricult- 
ure and  Commerce,  Tokio,  is  in  charge  of 
that  detail  of  the  affair. 


Parts  Malcers'  Lost  Opportunity. 

There  is  one  branch  of  the  bicycle  trade 
in  England  that  can  well  be  studied  by  one 
part  of  the  trade  of  this  country,  and  that 
is  the  marketing  of  complete  components. 
Across  the  water  there  are  such  old  time 
and  world  known  companies  as  the  B.  S. 
A.,  Perry,  Components,  Eadie  and  others, 
whose  parts  and  complete  fittings  are  as 
well  known  as  the  most  famous  of  the  mak- 
ers of  complete  machines. 

In  fact,  to  the  first  two  and  to  one  or  two 
other  lesser  lights  may  be  fairly  credited 
much  of  the  force  that  gave  the  safety  bicy- 
cle its  impetus  in  its  earlier  days  of  seeking 
for  fame  and  reputation.  To  those  who  have 
been  identified  with  the  trade  for  any  time 
these  two  names  and  that  of  Smith  o'  Salt- 
ley  will  recall  much  of  the  opportunity  that 
was  offered  the  makers  jn  this  country  of 
that  to  get  out  machines  in  a  hurry  before 
parts  could  be  made.  As  a  matter  of  his- 
tory, many  of  the  earlier  makers  depended 
entirely,  at  first,  on  the  parts  of  these  con- 
cerns, just  as  they  did  on  the  English  tubing 
makers. 

While  the  business  of  these  concerns  has 
entirely  disappeared,  so  far  as  this  country 
is  concerned,  their  home  market  and  other 
foreign  markets  have  constantly  increased, 
and  to-day  they  are  as  well  known  in  Aus- 
tralia as  they  are  in  Birmingham  or  Coven- 
try. Their  advertising  has  been  well  placed 
to  make  their  goods  reputable  and  widely 
known.  One  only  of  the  results  is  that  rid- 
ers not  infrequently  specify  machines  built 
by  their  local  maker  of  some  particular 
"brand  of  components." 

What  has  been  done  in  one  part  of  tlie 
world  can  be  done  in  another,  and  it  is  to  be 
regretted  that  some  of  the  malvers  of  this 
country  who  have  had  tlie  opportunity  have 
not  used  it  to  its  full  measure.  We  have  a 
hanger,   a   hub   and   some   other   parts  that 


568 


THE  BICYCLING  WORLD 


have  been  made  standards,  so  far  as  they  go, 
but  they  leave  much  to  be  hunted  out  and 
dug.  up  by  those  who  need  the  balance  of  the 
bicycle  frame. 

As  is  the  case  in  England  vrith  entire  fit- 
tings, so  it  is  in  this  country  with  these  few 
parts  we  have  named.  They  are  frequently 
specified  by  a  rider  having  his  machine  built 
to  order,  but  here  his  positive  specifications 
must  end,  because  his  knowledge  does  not 
extend  beyond  tbem. 

We  have  makers  of  complete  frame  sets, 
but,  as  a  rule,  they  have  failed  to  grasp  the 
opportunities  before  them,  and  must  depend 
entirely  upon  thie  goodwill  of  thje  local 
maker,  who  is  but  human  and  apt  to  be 
swayed  by  other  considerations  than  mere 
quality.  These  same  dealers  handle  com- 
plete bicycles  of  the  class  that  have  estab- 
lished reputations  because  they  are  adver- 
tised and  the  reputations  lived  up  to. 

They  handle  sundries  and  the  very  few 
parts  named  on  the  same  basis.  Here,  how- 
ever they  cease  to  be  positive  customers,  be- 
cause they  have  no  positive  calls  for  any- 
thing beyond  them,  and  use  "something  just 
as  good,"  just  as  any  other  storekeeper  does 
when  the  demand  is  not  made  for  a  well 
known  "brand." 

There  is  no  fixed  nor  fundamental  reason 
why  the  American  complete  parts  maker 
cannot  occupy  the  same  position  that  his 
English  cousin  does.  He  must,  however,  use 
the  same  means  that  his  cousin  does,  and 
not  leave  the  position  open  to  makers  of 
biscuits,  cigars  and  canned  goods.  It  may 
be  late  in  the  season  to  plunge,  but  condi- 
tions with  him  are  now  such  that  he  can 
plan  a  carefully  laid  out  campaign  when  the 
fitting  time  is  again  before  him.  He  may 
have  genius  in  getting  up  a  line,  but  genius 
alone  does  not  count;  philosophers  describe 
genius  as  a  capacity  for  hard  work  and  ever- 
lastingly keeping  at  it. 


Criticism  of  a  Rider. 

That  profitable  fashion  of  changing  bi- 
cycles as  the  years  change,  which  was  once 
the  rule,  is  the  fashion  no  longer. 

Nowadays  the  average  rider's  exchange  of 
old  wheels  for  new  ones  are  so  far  between 
as  to  give  rise  to  comment  and  speculation. 

The  fact  that  the  new  bicycles  themselves 
•embody  few,  if  any,  substantial  departures 
from  previous  models  has  often  been  pointed 
out  as  a  fruitful  cause  of  the  rider's  disin- 
clination to  make  new  purchases,  but  spe- 
cific information  on  the  point  is  not  really 
obtainable;  the  average  cyclist  is  too  prone 
to  deal  in  generalities  that  do  not  enlighten. 


There  has  reached  us,  however,  a  commu- 
nication from  a  disinterested  wheelman, 
Elliott  C.  Lee,  of  Brookline,  Mass.,  who  has 
taken  pains  to  detail  the  exact  reasons  why 
he  himself  is  riding  a  bicycle  of  the  vintage 
of  1898.  It  is  information  of  the  sort  that  is 
of  value  to  the  trade,  and  as  such  it  is  passed 
to  the  cycle  manufacturers  for  their  consid- 
eration. 

"The  bicycles  of  to-day  have  all  the  faults 
of  those  of  three  years  ago,  and  few  improve- 
ments," writes  Mr.  Lee.  "No  matter  what 
you  want  it  for,  the  only  machine  you  can 
get  is  practically  a  track  racer,  with  low 
crank  hanger  and  short  head. 

"The  chain  adjustment  is  that  of  five  or 
seven  years  ago— the  largest  tires  which  will 
fit  into  the  frame  are  one  and  one-half 
inches.  If  as  much.  The  pedals  have  not 
been  improved  for  years,  and  are  nearly  all 
one  size,  no  matter  what  the  rider's  width  of 
foot  may  be.  Some  years  ago  one  firm  brought 
out  a  chain  adjustment  by  means  of  an  ec- 
centric in  the  crank  hanger;  an  excellent 
arrangement  by  which  you  could  adjust  the 
chain  instantly  without  displacing  the  rear 
wheel  in  the  forks  at  all,  but  no  one  uses  it 
now  because  it  costs  a  little  more  than  the 
usual  screws  at  the  forks. 

"Formerly  a  heavy  rider  could  have  large, 
comfortable  one  and  three-quarter  inch  tires 
— they  are  no  longer  made.  I  like  to  ride 
on  country  roads,  and  don't  want  my  cranks 
so  low  that  I  must  look  out  for  ruts  and 
stones— so  I  ride  a  machine  four  years  old, 
not  having  been  able  to  get  a  new  one  such 
as  I  want.  ^ 

"I  know  from  experience  that  a  bicycle 
with  a  long  wheel  base  is  more  comfortable 
to  ride  than  a  short  machine,  but  I  doubt  if 
to-day  there  is  a  bicycle  made  that  has  a 
longer  wheel  base  than  forty-three  inches,  in 
fact,  I  have  seen  a  maker's  advertisement 
claiming  superior  running  for  his  machines 
on  account  of  their  wheel  base  being  shorter 
than  formerly. 

"I  should  like  a  change  speed  gear  so  as  to 
have  a  choice  of  speeds  under  different  con- 
ditions of  road  and  grade,  and  in  England  I 
could  have  the  choice  between  several  kinds, 
but  here  there  is  none. 

"In  England  I  could  have  a  machine  with 
high  or  low,  long  or  short  frame,  and  cranks 
anywhere  from  six  Inches  to  nine  inches 
long— but  where  should  I  go  to  get  such 
machines  or  cranks  here? 

"In  a  word,  the  makers,  by  stopping  all 
changes  and  improvements  in  bicycles  have 
materially  injured  their  business." 

Mr.  Lee  is,  of  course,  too  sweepingly  gen- 


eral in  his  criticisms.  Many  of  the  features 
which  he  cites  are  obtainable  in  several  bi- 
cycles. But  the  fact  detracts  little  from  the 
interest  of  his  communication. 


Now  that  the  German  cycle  trade  has 
agreed  that  the  only  cycle  shows  that  shall 
be  held  are  those  at  which  cycles  shall  not 
be  exhibited,  an  English  cycling  paper  sug- 
gests that  American  and  English  manufact- 
urers combine  in  holding  a  show  in  Germany 
in  order  that  "the  poor  devils  of  German 
dealers  may  have  an  opportunity  to  see 
something  new."  Coming  from  a  journal  the 
editor  of  which  has  recorded  his  hatred  of 
every  one  and  everything  American,  the  sug- 
gestion is  distinctly  rich.  Some  onfe  con- 
nected with  the  paper  must  have  been  read- 
ing one  of  Sir  Alfred  Austin's  "St^nd  to- 
gether, brothers,"  poems. 


It  is  rumored  that  a  meeting  of  the  League 
of  American  Wheelmen  executive  i-ommittee 
was  held  in  this  city  last  week.  It  is  be- 
lieved that  the  executive  committee  itself 
knows  whether  the  rumor  Is  false  or  true. 
The  fact  that  no  one  else  knows  suggests 
that  the  new  president,  like  his  immediate 
predecessor,  fears  that  if  the  papers  should 
learn  anything  about  the  league  they  might 
place  it  in  the  sporting  column  and  thus  in- 
jure his  good  name. 


A  maker  of  bicycles  who  does  considerable 
general  advertising  uses  the  following  meth- 
od to  advance  the  interests  of  his  dealers. 
If  the  request  for  a  catalogue  comes  from  a 
point  where  there  is  an  agent  a  slip  is  in- 
closed, giving  the  name  and  address  of  that 
agent.  At  the  same  time  the  agent  is  for- 
warded the  name  and  address  of  the  in- 
quirer. 


Like  every  other  part  of  a  good  machine, 
good  finish  may  be  said  to  begin  in  the  in- 
spection room,  for,  though  it  is  claimed  by 
some  that  a  poor  machine  may  have  a  beau- 
tiful finish,  yet  few  ever  saw  a  bad  bicycle 
highly  finished.  Unless  the  utmost  care  has 
been  devoted  to  the  making  the  finish  cannot 
overcome  the  poor  groundwork. 


The  finish  of  a  bicycle  is  by  no  means  its 
most  important  feature,  though  it  is  certainly 
not  the  least,  for  it  is  a  branch  of  making 
which  demands  the  greatest  attention.  Money 
cannot  be  wasted  on  the  finish  of  a  good  bi- 
cycle. It  may  be  the  most  distinctive  feat- 
ure and  at  the  same  time  the  best  selling 
point  which  a  bicycle  may  possess. 


THE  BICYCLING  WORLD 


571 


OTTO  AND  HIS  ENGINE 


The  Persevering  German  and  how  he  Evol- 
ved the  Gasolene  Motor. 


The  remarkably  increased  interest  in  gas 
engines  since  the  automobile  came  into  prom- 
inence, and  since  the  motor  bicycle  made  it 
an  object  of  concern  to  the  cycle  trade,  has 
naturally  carried  with  it  a  desire  for  infor- 
mation regarding  those  responsible  for  its  be- 
ing. Of  these  Otto  is  easily  the  most  con- 
spicuous, his  name  having  been  attached 
and  still  being  associated  in  many  minds 
with  gas  engines  in  general.  Despite  the 
fact  comparatively  little  has  been  linown 
of  Otto;  it  has  remained  for  a  German  eulo- 
gist to  bring  out  some  details  of  his  career 
and  of  his  perfection  of  the  gas  engine,  or 
motor,  as  it  is  now  more  generally  termed. 

Nicholaus  August  Otto  was  born  in  1832,  in 
Holzhausen,  in  Nassau,  Germany,  and  de- 
voted himself  till  his  twenty-ninth  year  to 
purely  mercantile  activity.  From  youth  up 
he  desired  to  improve  his  scientific  linowl- 
edge,  and  did  acquire  a  comprehensive  un- 
derstanding of  physical  questions,  and  espe- 
cially of  those  relating  to  technology. 

When  the  news  appeared  in  the  papers  in 
1861  that  the  Parisian  machinist  Lenoir  had 
succeeded  in  producing  mechanical  power  by 
the  explosion  of  illuminating  gas  in  the  cylin- 
der of  an  engine  Otto's  thoughts  turned  tow- 
ard the  same  goal. 

A  new  sphere  of  thought  presented  Itself 
to  his  mind,  and  from  then  on  his  mind  was 
completely  engrossed  with  all  its  energy  and 
endurance  on  the  new  problem.  He  was  not 
misled  by  the  accounts  of  the  reported  suc- 
cess of  the  Lenoir  engine  in  driving  the 
jenney  in  the  lace  factory  in  the  Rue  de 
I'Eveque.  As  usual  with  inventors,  his 
friends  loolied  on  with  pity,  as  he  pursued 
his  experiments  in  preference  to  following  his 
previous  promising  occupation.  He  himself 
remained  unshaken  in  his  belief  in  the  future 
of  the  gas  engine  and  in  his  ultimate  success. 

He  finally  succeeded,  in  the  year  1863,  in 
seeing  his  first  ideas  realized  at  the  workshop 
of  a  Cologne  machinist.  The  result  was 
hardly  satisfactory,  but  was  to  be  explained 
by  the  meagre  knowledge  of  machine  con- 
struction which  he  then  possessed.  Hard 
times  followed.  Trouble  and  anxiety  came 
upon  him.  But  in  the  hour  of  his  sorest  need 
he  came  into  contact  with  a  man  who  had 
not  only  studied  technical  science  under  Red- 
tenbacher,  but  who  also  had  that  which  can 
be  learned  in  no  school— the  genius  of  a  con- 
structor—Eugen  Langen,  a  member  of  a  high- 
ly respected  industrial  family,  who  had  just 
proved  his  right  to  a  large  inheritance. 

The  mutual  work  of  these  two  men  dates 
from  September  30,  1864,  and  it  would  be 
difficult  to  say  to-day  to  which  was  due  the 
palm  for  their  first  success.  The  first  fruit 
of  their  mutual  labors  was  the  well  known 
atmospheric  gas  engine,  which  they  intro- 
duced to  the  technical  world  at  the  Paris 


Exposition  in  1867.  Almost  unobserved,  it 
stood  aside  from  the  numerous  brilliant  ex- 
hibits made  by  the  makers  of  the  Lenoir  and 
of  the  Hugon  gas  engines.  The  French  gas 
motor  industry  had  not  been  idle.  The  Le- 
noir company  had  taken  up  the  building  of 
motors,  and  with  special  technical  and  finan- 
cial facilities,  and  their  painstaking  construc- 
tion, with  almost  noiseless  running,  scarcely 
left  a  resemblance  to  the  prototype  of  the 
Rue  de  I'Eveque.  Hugon  showed  that  by  the 
injection  of  a  small  amount  of  water  the 
economy  of  the  Lenoir  machines  could  be 
considerably  increased.  The  new  German 
machines,  on  account  of  their  detonations, 
aroused  but  little  confidence.  When  the 
judges  of  awards  went  to  award  the  highest 
prize,  a  gold  medal,  for  progress  in  gas  en- 
gine building,  scarcely  a  voice  was  raised  in 
favor  of  the  Cologne  engine.  The  energetic 
German  member.  Prof.  Reuleaux,  suggested 


NICHOLAUS  AUGUST  OTTO. 

that  a  test  for  power  and  gas  consumption 
be  made  and  taken  as  a  guide  in  deciding  the 
award.  The  test  was  intrusted  to  Tresca,  the 
famous  director  of  the  Conservatoire  des 
Arts  et  Metiers.  The  result  was  overwhelm- 
ing. The  gas  consumption  for  the  same 
power,  in  the  Lenoir,  the  Hugon  and  the 
Otto  and  Langen  engines  showed  the  rela- 
tion of  10:6:4.  In  view  of  this  evident  prog- 
ress, the  French  members  joined  with  the 
other  judges  in  awarding  the  gold  medal  to 
the  German  engine. 

Having  publicly  won  this  success  the  path 
of  the  inventors  became  less  rugged.  Nu- 
merous orders  built  up  a  profitable  business, 
and  in  1869  the  workshops  in  Servae  street, 
in  Cologne,  in  which  work  had  begun  in 
1864,  became  inadequate.  A  special  factory 
was  built  on  the  opposite  bank  of  the  Rhine, 
in  Deutz,  and  was  fitted  out  according  to 
Langen's  plans  with  the  newest  and  best  ma- 
chinery and  appliances.  With  constantly 
growing  success  the  undertaking  was 
changed  to  a  stock  company  in  1871.  The 
sales  of  the  atmospheric  gas  engine  showed, 
in  the  first  year,  how  great  had  become  the 
demand  for  a  reliable  and  cheap  source  of 
power  for  use  by  artisans  and  in  small  fac- 
tories. Altogether,  there  were  built  over 
five  thousand  such  machines,  in  size  from 
one-quarter  to  three  horsepower.  Having 
established  a  profitable  and  successful  un- 


dertaking, Eugen  Langen  began  to  apply  his 
activity  to  other  industrial  problems,  while 
Otto  directed  his  entire  attention  and 
strength  to  the  management  of  the  Deutz 
factory.  Langen  was  still  responsible  in 
part  for  all  constructive  details. 

During  this  time  Otto  himself  was  untir- 
ingly active  in  studying  and  investigating 
the  fundamental  questions  of  gas  enginery 
by  comprehensive  research.  A  certain  room 
of  the  factory  still  displays  a  long  i-ow  of 
the  constructions  which  were  studied  and 
tested,  and  no  idea  would  be  more  incorrect 
than  that  which  tended  to  ascribe  Otto's  last 
and  most  important  success  to  accident  or 
luck.  One  cannot  look  over  this  row  of  tried 
and  discarded  machines  without  recognizing 
anew  that  genius  may  indeed  leap  chasms  In 
its  flight,  but  that  lasting  success  always 
follows  only  on  bridges  laboriously  and 
firmly   built. 

As  is  known.  Otto  returned  to  the  principle 
of  direct  working  in  his  new  machine.  By 
the  introduction  of  the  four  cycle  he  suc- 
ceeded in  using  the  working  cylinder  also  as 
a  compression  pump,  and  made  the  construc- 
tion very  simple  and  pleasing.  The  construc- 
tion of  this  machine,  with  its  numerous  in- 
genious ideas,  aroused  the  admiration  of  the 
entire  world,  and  to-day,  after  a  quarter  of  a 
century,  we  see  the  same  Otto  cycle  in  ac- 
cepted and  almost  universal  use,  notwith- 
standing the  unexampled  rise  of  the  gas 
motor  industry.  Numerous  inventors,  who 
originally  had  held  exactly  opposite  points 
of  view,  after  painstaking  and  costly  experi- 
ences, have  come  back  to  ideas  which  are  es- 
sentially the  same  as  those  of  Otto. 

Nevertheless,  the  complete  and  lasting  suc- 
cess of  the  Otto  motor  did  not  depend  upon 
its  more  or  less  sightly  external  appearance. 
The  direct  working  gas  engine  first  became 
possible  by  the  economy  in  the  use  of  the 
working  gases,  which  Otto  obtained.  By  one 
stroke,  the  working  expense  of  the  gas  en- 
gine was  lessened  by  more  than  one-half, 
and  an  amount  of  progress  made  which  the 
steam  engine  had  attained  only  slowly  and 
in  decades.  It  can  scarcely  be  doubted  that 
Otto's  invention  depends  essentially  upon  the 
working  principle  of  the  engine,  upon  its 
compression,  ignition  and  combustion  proc- 
esses, and  upon  its  increased  speed  and 
method  of  governing.  The  more  external 
things  have  always  had  but  an  improving  in- 
fluence. Tills  question  has  been  decided 
with  a  great  array  of  scientific  knowledge 
in  the  famous  lawsuits  over  patents  and  in 
different  industrial  countries. 

Without  attempting  to  discuss  the  opposing 
views,  and  the  means  of  proof  which  were 
brought  forth.  Otto's  views  as  to  how  he 
himself  considered  the  process  in  his  engine, 
and  in  what  way  his  pioneering  progress  was 
accomplished,  can  best  be  explained,  and 
most  concisely,  in  the  report  of  the  twenty- 
fifth  year  jubilee  of  the  Deutz  works,  as  fol- 
lows: 

"Otto  had  not  given  up  the  idea  of  a  direct 
acting  gas  engine,  and  the  atmospheric  en- 


572 

gine  was  a  good  object  o/exporiment  in  liis 
labors  in  tliis  direction.  Eacli  single  explo- 
sion, whether  strong  or  weak,  was  plainly  to 
he  recoguined  as  such,  as  the  piston  rose  free- 
ly. The  explosions  vvere  more  or  less  strong, 
acct)rding  to  the  richness  of  the  gas  mixture, 
so  the  piston  rose  up  quiclvly  or  slowly. 
With  mixtures  weak  in  gas  the  piston  often 
rose  slowly,  after  a  long  time,  during  which 
the  flywheel  had  already  made  a  number  of 
revolutions.  Otto  saw  here  that  not  only  did 
these  weak  mixtures  burn  slowly,  but  they 
ignited  late.  At  the  same  time  he  saw  that 
a  motor  free  from  irregular  impulses  could 
only  be  obtained  by  using  weak  gas  mixt- 
ures. The  question  to  be  answered  then 
became,  'How  can  dilute  mixtures,  e.  g. : 
1:11,  1:12,  1:13,  be  reliably  ignited?'  The 
question  busied  Otto  for  years,  till  finally 
the  consideration  of  the  smoke  rising  from  a 
factory  chimney  brought  the  solution.  The 
smoke,  leaving  the  shimuey  heavy  and  thick, 
on  rising  became  thinner  and  thinner  by  scat- 
tering in  the  air.  Now,  if  we  can  obtain 
smooth  running  only  by  dilute  gas  mixtures 
of,  say,  1:12,  and  since  such  dilute  gas  mixt- 
ures do  not  ignite  reliably,  the  solution  of 
the  question  is  first  to  draw  in  five,  four  or 
three  parts  of  air  and  then  draw  in  a  .gas 
mixture  of  1:7,  1:8,  1:9.  We  would  have  then 
a  mixture  of  1:12;  at  the  igniting  point  there 
would  be  a  mixture  more  or  less  rich  in  gas." 
lattle  is  to  be  written  of  Otto's  per.?onality. 
His  life  was  divided  between  hard  work  and 
the  quiet  enjoyment  of  a  happy  family  life. 
He  was  a  man  of  honor  in  the  fullest  mean- 
ing of  the  word,  was  of  ;:are  simplicity  aid 
almost  of  too  great  modesty  with  ie.gard  to 
his  appearance  in  public.  In  the  year  1881 
the  principal  meeting  of  the  Society  of  Ger- 
man Engineers  was  held  in  Cologne;  the  ris- 
ing of  the  gas  motor  industry  was  ,iiade  a 
subject  for  discussion  in  recognition  of  the 
place.  Otto  could  not  be  persuaded  to  take 
part  in  the  public  assembly  and  in  the  festiv- 
ities. The  people  could  publicly  celebrate 
the  success  of  him  who  was  quietly  woik- 
ing.  In  spite  of  this  he  was  heartily  rejoiced 
on  being  given  the  title  of  honorary  doctor 
by  the  University  of  Wurtzburg.  This  title 
was  rarely  given  to  engineers.  This  Avas  the 
only  public  distinction  which  he  received  in 
his  entire  life,  but  it  was  just  so  much  the 
more  marked.  To  his,  not  too  large,  circle 
of  friends  he  was  always  patient  and  true, 
as  in  his  work.  To  his  last  breath  his  rela- 
tions to  Eugene  Langen  were  hearty  and 
ti'ue.  Even  on  the  daj^  of  his  death,  January 
26,  1891,  Otto  said  to  him,  "He  was  indeed 
always  my  best  friend." 


THE  BICYCLING  WORLD 
THE  AGENT'S  POSITION 


Increase  of  Three^iii'One. 

In  the  month  of  February,  with  three  days 
to  run,  the  sales  of  the  G.  W.  Cole  Co.'s  fa- 
mous Three-in-One  showed  a  122  per  cent, 
increase  over  the  sales  during  the  whole  of 
February,  1901. 


3ome  Matters  That  flanufacturers  Overlook 
In  Treating  With  Their  Agents. 


"Judge  a  worker  by  what  he  does,  not 
by  liow  he  does  it.  The  noisj"-  river  tug  that 
snoits  defiance  at  the  ocean  grayhound  pulls 
the  lightest  load." 


"It  is  a  sad  mistake  on  the  part  of  a  manu- 
facturer to  think  he  can  afford  to  treat 
agents  in  an  indifferent  manner,"  recently 
stated  a  prominent  dealer  to  a  Bicycling 
World  representative.  Continuing,  he  said: 
"No  sensible  person  will  for  a  minute  claim 
that  the  agent  can  be  allowed  every  little 
thing  he  makes  a  stab  for,  but  there  are  rea- 
sonable mediums  between  the  two  extremes. 

"Manufacturers  should  remember  that  the 
agent  fills  a  very  difficult  position.  He  has 
to  hear  all  the  grumbles  of  the  public,  and 
act  as  a  stop  gap  between  it  and  the  manu- 
facturer. He  is  more  necessary  to  the  trade 
than  ever  he  was,  and  to  hold  him  down  to  a 
lot  of  red  tape  rules  is  as  Dad  for  the  profit 
side  of  the  maker's  ledger  as  it  would  be  to 
treat  him  in  an  easy  going  manner. 

Look  around  you  and  you  will  find  the 
successful  firms  are  those  who  work  with 
their  agents,  who  treat  them  not  only  as 
customers,  but  as  men  who  merit  supporting 
in  a  reasonable  business  way.  On  these  lines 
lies  the  business  for  the  makers.  There  are 
undoubtedly  dealers  who,  from  habit  or  some 
other  cause,  complain  of  everything;  but  it 
is  part  of  the  duty  of  some  one  at  the  factory 
to  separate  the  sheep  from  the  goats. 

"The  buyer  of  a  bicycle  does  not  rush  into 
a  store  and  buy  the  machine,  but  begins  by 
thinking  a  bicycle  a  pretty  good  thing  to 
own.  From  this  it  is  a  transition  to  the 
thought  that  he  will  own  one,  and  here  is 
where  the  dealer  first  comes  into  the  affair 
as  a  factor.  It  is  his  duty  to  get  that  cus- 
tomer onto  one  of  the  machines  he  is  selling. 
It  is  here  that  selling  ability  comes  in,  and 
when  this  will  be  backed  by  the  fact  that  he 
has  a  store,  these  two  will  induce  business 
that  no  maker  can  take  care  of  at  long  range. 

"The  maker  may  realize  these  two  factors 
and  yet  minimize  or  overlook  the  fact  that 
they  are  only  a  small  part  of  the  agent's 
woi'k.  A  curious  trait  in  the  makeup  of  a 
cyclist  is  that,  although  on  the  road  the  most 
independent  of  mortals,  he  is  the  most  de- 
pendent individual  with  reference  to  troubles, 
fancied  or  otherwise,  with  his  machine.  He 
grabs  at  advice.  He  rarely  follows  it,  but  is 
always  seeking  for  it. 

"A  certain  amount  of  every  agent's  time  is 
used  up  in  just  gossiping  with  customers. 
This  may  seem  unprofitable  at  the  time,  but 
the  bright  agent  knows  when' to  differentiate 
that  future  business  may  accrue.  The  more 
friendly  he  can  be  with  his  customers  the 
more  business  will  follow  in  the  future. 

"No  matter  how  good  may  be  the  machine 
minor  difficulties  will  arise.  Sometimes  it 
lacks  thorough  adjustment  as  received  from 
the  factory,  and  any  agent  who  knows  his 
business  will  look  for  this  thing  before  he 
makes  a  delivery.  Even  then  some  little 
thing  may  go  wrong  that  is  simple  in  itself 


but  annoying   to   the  buyer,   particularly   if 
he  had  to  send  to  some  far  off  point. 

"Instead  of  that  he  walks  down  to  the  agent, 
does  a  little  harmless  grumbling,  which  the 
agent  takes  in  good  part,  in  the  mean  time 
fixing  him  up  to  his  satisfaction.  He  then 
goes  away  satisfied,  and  tells  his  friends 
what  a  good  fellow  that  particular  dealer  is, 
all  for  the  good  of  future  and  spreading  busi- 
ness. 

"As  a  case  in  point,  on  the  entire  subject, 
let  me  relate  a  recent  occurrence  in  my  own 
affairs.  I  sold  a  man  a  new  machine  last 
fall.  A  recent  warm  spell  came  in  our  sec- 
tion and  this  man  went  out  for  a  ride.  A 
little  fault  developed  in  the  machine.  It 
was  a  new  one  for  me  to  handle,  and  I  was 
not  prepared  to  take  care  of  every  demand 
that  might  be  made,  particularly  for  that  part 
that  needed  renewing.  The  part  was  pecul- 
iar to  the  machine,  and  I  wrote  for  a  i.ew 
one.  The  reply  was  that  it  would  cost  me 
$1  50  and  would  be  sent  on  receipt  of  remit- 
tance for  that  amount. 

"I  didn't  remit,  because  even  my  customer, 
green  as  he  might  be  to  mechanical  matters, 
would  have  realized  that  the  price  was  ex- 
orbitant if  I  dared  to  charge  for  it,  and  I 
would  have  had  to  stand  the  brunt  of  his 
indignation.  I  made  a  new  part  myself  at  a 
third  the  cost,  with  only  repair  shop  facili- 
ties, kept  my  customer  from  knowing  the 
factory  ways,  stood  the  cost  myself,  and 
have  found  that  I  can  get  along  without 
that  particular  make  of  machine  this  year. 
Not  because  this  is  the  only  case  of  like 
treatment,  owing  to  this  maker's  peculiar 
rules,  but  because  it  has  been  my  experi- 
ence with  this  maker  several  times  before. 
I  only  relate  this  one  case,  as  it  is  of  very 
recent  occurrence. 

"All  these  things  tell,  and  it  is  through 
them  that  agents  build  up  business  and  con- 
nections in  their  vicinity,  and  it  is  the  lack 
of  them  that  makes  him  succumb  to  his 
rivals." 


Resistance  ;  What  it  is. 

The  subject  of  resistance  comes  up  so  fre- 
quently in  electrical  works  that  an  explana- 
tion of  its  meaning  will  be  appreciated. 

Resistance  is  offered  to  the  passage  of  a 
current  of  electricity  even  when  passing 
through  the  best  conductors.  With  all  the 
couductoi-s  yet  known,  a  certain  loss  must 
take  place — that  is  to  say,  the  pressure  of 
current  will  be  diminished  by  the  passage 
through  the  conductor.  The  current  does  not 
really  pass  through  the  wires,  but  outside 
them,  and  the  larger  the  diameter  of  the 
wire  employed  the  less  will  be  the  resistance 
to  the  passage  of  the  current. 

Given  two  wires,  one  exactly  double  the 
diameter  of  the  other,  the  resistance  offered 
by  the  larger  wire  will  be  four  times  less 
than  that  of  the  smaller.  Resistance  is  ex- 
pressed in  ohms,  and  one  ohm  is  taken  as 
the  amount  of  resistance  offered  by  129 
yards  of  one-sixteenth  inch  copper  wire;  but 
as  the  quality  of  the  wire  varies  so  does  the 
resistance. 


THE  BICYCLING  WORLD 


573 


REGAS  GAINING  GROUND 


Popolur  Priced  Spring  Frame  Finding  Favor 
—Its  Many  Good  Points. 


Any  doubts  that  the  Regas  spring  frame 
would  not  prove  a  factor  in  the  trade  are 
being  rapidly  dispelled.  Its  makers,  the 
Regas  Vehicle  Co.,  of  Rochester,  N.  Y.,  have 
orders  in  sufficient  volume  to  give  weight  to 
the  assertion;  the  clean  cut  design  of  the 
frame,  coupled  with  the  facility  with  which 
it  may  be  built  into  a  bicycle  and  sold  at  a 
popular  price,  earns  for  it  recognition  al- 
most wherever  shown,  and  the  demaud  is 
sufficient  to  demonstrate  that  there  is  room 
in  plenty  for  an  anti-vibratory  bicycle  of  the 
sort. 

The  illustration  is  evidence  that  the  frame 


noticed.  By  using  their  spring  frame  the 
Regas  people  qlaim  vibration  is  reduced  to 
a  minimum,  and  motor,  carburetter,  fuel 
tank  and  muffler  are  not  jarred  out  of  ijlace; 
connections  remain  perfect,  and  all  the  align- 
ments correct;  bolts  and  nuts  do  not  jar 
loose  and  the  frame  and  wheels  of  the  ma- 
chine are  relieved  from  the  racking  and  dis- 
comforting pounding,  all  of  which  is  well 
within  reason. 


BOOW  BLAMED  AGAIN 


Renouf  Says  it  Stagnated    Ingenuity— Im- 
provements he  Considers  Possible. 


About  Yales  and  Snells. 

T-he  1902  catalogues  of  the  Yale  and  Snell 
bicycles,  although  late  in  making  their  ap- 
pearance, are  none  the  less  attractive  and 
distinct  in  their  makeup.  The  Yale  cover 
shows  the  college  boy  with  his  cane  and 
flag  in  typical  attitude,  while  the  Snell  cover 
is  distinguished  by  a  cleverly  conceived 
shield  and  crest.  In  addition  to  the  Yale 
attention  is  called  to  the  second  year  of  the 


is  attractive  in  appearance  and  entitled  to 
the  attention  it  is  receiving,  and  m  the  nat- 
ure of  things  it  is  likely  to  receive  more  of 
it  so  soon  as  the  riding  season  is  in  full 
swing. 

The  illustration  shows  also  the  mechanical 
details  of  the  frame,  one  of  the  rear  stays 
being  cut  away  to  make  plain  one  of  the 
concealed  springs.  There  are  two  of  these 
springs  resting  upon  bottoms  securely  pinued 
and  brazed  within  the  rear  stays  at  a  point 
about  the  centre  of  their  length.  The  pistons, 
flexibly  connected  to  a  special  foat  post 
cluster,  play  up  and  down  through  slots  cut 
in  the  inside  of  the  stays,  and  compress  the 
springs  more  or  less  as  the  load  is  applied. 
Dust  shields  attached  to  the  pistons  and 
travelling  with  them  serve  to  cover  the 
slots,  keep  out  the  dirt  and  keep  in  lubrica- 
tion. An  oscillating  hinge  device  at  the 
hanger  completes  this  very  simple  and  effi- 
cient device,  without  detracting  one  particle 
from  the  popular,  up  to  date  design  now 
universally  used  by  all  bicycle  manufactur- 
ers. 

The  fact  that  the  Regas  company  niaices  a 
spring  attachment  sufficiently  strong  for 
motor  bicycles— in  fact,  especially  designed 
for  the  purpose— is  in  itself  of  considerable 
interest.  Vibration  is  one  of  the  motocycle's 
chief  enemies,  and  any  device  that  tends  to 
overcome  it  cannot  be  suffered  to  pass  un- 


Cornell,  a  wheel  that  can  be  sold  at  a  less 
price  than  its  older  college  chum. 

In  the  Yale  and  Snell  machines  a  com- 
plete line  of  models  are  offered  to  meet  every 
modern  requirement,  including  chainless  and 
cushion  frames,  as  well  as  three  sizes  of 
juvelines.  The  Cornell  is  made  in  the  two 
models  of  diamond  and  drop  frame. 

The  two  features  that  at  once  arrest  at- 
tention in  looking  through  the  catalogue  are 
that  all  drop  frames  are  made  with  the  two 
tubes  from  the  head,  both  curved  in  grace- 
ful lines,  and  that  the  racers  and  pace  fol- 
lowing models  are  made  with  15-16  inch 
frame  tubes. 

It  goes  almost  without  saying  that  the 
famous  Hussey  handlebar  is  shown  in  many 
of  its  possible  forty-five  distinct  positions, 
in  all  of  which  the  grips  remain  the  same 
distance  apart.  This  handlebar  is  a  taking 
option,  in  addition  to  the  many  others  offered 
as  regular  equipment. 


Augusta's  Police  Bicycles. 

Augusta,  Ga.,  is  about  to  institute  a  cycle 
mounted  police  squad.  Tlie  call  for  bids 
for  the  necessary  bicycles  brought  so  many 
offers  from  the  local  dealers  and  their  figures 
were  so  nearly  alike  that  the  committee 
commissioned  to  select  the  mounts  was  so 
embarrassed  that  it  could  not  reach  a  de- 
cision. Accordingly,  the  matter  w'as  referred 
to  the  full  Police  Board. 


In  a  lecture  before  the  Coventry  Engineer- 
ing Society  dealing  with  the  oft  discussed 
evolution  of  the  bicycle,  P.  L.  Renouf,  who 
contributed  his  full  share  of  the  evoliui.)!i, 
interjected  some  remarks  that  are  worthy  of 
general  consideration. 

From  the  point  of  design,  he  said,  tlie  bi- 
cycle had  been  at  a  standstill  for  some  few 
years,  and  it  was  desirable  to  see  whether 
there  is  any  necessity  for  such  a  state  of  af- 
fairs. It  was  certainly  not  for  the  good  of 
the  trade.  His  object  in  introducing  sncli  a 
subject  to  a  society  which  contained  a  large 
number  of  young  mechanics  was  to  make 
them  think,  as  by  that  means  alone  progress 
could  be  made,  and  the  younger  portion  arc 
not  necessarily  likely  to  follow  in  the  one 
groove  in  the  way  the  older  mechanics 
were  doing.  He  desired  to  show  how  the  bi- 
cycle they  all  knew  had  been  evolved,  and 
also  to  ask  them  to  consider  whether  tliere 
were  not  possibilities  of  further  develop- 
ments. 

The  question  first  presenting  itself  was. 
"What  is  a  bicycle?"  Mainly  it  may  be  waid 
to  consist  of  two  frameworks  hinged  to- 
gether and  fixed  upon  two  w^heels,  one  for 
driving,  one  for  steering.  The  following 
questions,  Renouf  said,  were  worthy  of  very 
careful  consideration : 

First — What  is  nowadays  generally  under- 
stood under  the  term  bicycle? 

Second— What  is  the  parentage  of  Lhis  so- 
called  bicycle? 

Third— How  was  it  evolved  into  its  pres- 
ent shape. 

Fourth— What  are  the  considerations  with 
respect  to  wheel  base,  steering,  etc.? 
Fifth— Has  it  attained  full  manhood? 
Sixth — Why  has  it  practically  remained  un- 
changed? 

Seventh — Is  it  bound  to  remain  unchauged 
or  are  there  possibilities  of  a  fresh  revol  i- 
tionizing  change  in  design  or  principle? 

Eighth— Is  the  present  stagnation  in  de- 
sign desirable  or  necessary? 

Ninth— Have  bicycles  on  totally  different 
principles  existed,  and  is  there  a  possibility 
of  their  revival? 

The  lecturer  then  proceeded  to  oxi)la;n  a 
large  number  of  lantern  slides  illustrative  of 
the  progress  of  the  industry.  Coming  to  tin 
matter  of  deductions,  Mr.  Renouf  lield  thai 
the  one  thing  that  had  kept  the  trade  back, 
so  far  as  practical  design  was  concerned, 
had  been  the  effect  of  the  cycle  boom.  Oyele 
construction  reached  a  certain  pitch  and  gave 
so  much  satisfaction  to  the  publi(t  that  v  hen 
the  demand  was  being  supplied  manufactur- 
ers thought  they  could  not  give  any  attention 
to  design,  and  consequently  all  effort  was 
made  merely  in  the  direction  of  produ^'tion. 
All  time  given  to  production  was  all  right  for 


574 


THE  BICYCLING  WORLD 


a  time,  but  we  are  now  suffering  from  mo- 
notony of  design. 

"We  should  ask  ourselves,  Ought  we  to  be 
satisfied?"  he  went  on.  "We  should  take 
the  back  and  the  front  of  the  bicyde  and 
endeavor  to  evolve  various  points.  The  first 
thing  that  was  bad  would  be  found  to  be  the 
front  fork.  No  one  apparently  sees  ;i.ny  neces- 
sity to  alter  this,  since  all  effort  for  improve- 
ment has  been  devoted  to  the  rear  portion." 

Are  the  conditions  of  steering  on  the  old 
ordinary  and  the  modern  rear  driver  the 
same?  He  thought  not.  Upon  the  old  bi- 
cycle the  straight  fork  with  curved  section 
was  all  right,  but  it  was  questionable 
whether  it  was  the  best  method  for  the  ma- 
chine of  to-day. 

What  were  the  objects  of  the  front  fork 
and  handle  bar?  First,  to  hold  front  wheel, 
and,  second,  to  steer. 

With  regard  to  the  latter,  in  the  case  of 
a  dropped  handlebar,  what  a  roundabout 
fashion  it  seemed  to  steer  the  wheel  from 
the  axle. 

The  lecturer  then  suggested  dispensing 
with  this,  and  introducing  two  tubes  from 
front  wheel  axle  to  the  points  where  the 
rider  holds  the  handles,  with  a  stay  across 
the  centre. 

A  special  racing  machine  was  also  illus- 
trated which  was  fitted  with  a  real  diamond 
frame.  The  deductions  of  the  speaker,  which 
led  him  to  design  such  a  frame,  were  given, 
and  proved  very  interesting.  He  considered 
it  quite  possible  to  build  a  bicycle  light, 
strong  and  simple  that  was  not  according  to 
the  recognized  pattern,  and  remarked  that  if 
some  of  the  energy  now  employed  in  the  en- 
deavor to  cut  out  competitors  were  utilized 
in  bringing  out  improved  designs  it  would  be 
devoted  to  a  much  better  purpose  and  may 
result  in  benefit. 

There  were  many  good  things  in  the  bi- 
cycle that  had  not  been  discovered,  for  the 
simple  reason  that  it  was  not  considered 
worth  while  to  look  for  them.  It  was  very 
regrettable,  he  concluded,  that  the  trade 
should  attempt  to  stand  still,  and  it  was 
certainly  high  time  some  further  improve- 
ment was  made. 


The  Retail  Record. 

Toledo,  O.— Charles  De  Vaux  has  reopened 
store. 

Shelbume,  N.  Y.— Walter  S.  Colwell  suc- 
ceeds J.  C.  Robinson. 

Zanesville,  O. — Lindsay  &  Bennett  succeed 
Harsch  &  Bennett. 

Lebanon,  Pa.— Business  of  Jonas  L.  Knoll, 
deceased,  will  be  carried  on  by  Mrs.  Knoll. 

Cambridge,  Mass.— Thomas  Thompson  suc- 
ceeds Thompson  &  Taylor. 

Athol,  Mass.— French  &  Co.  purchased  busi- 
ness of  George  Davis. 

Findlay,  O.— Harry  Bennett's  loss  by  fire, 
$3,000;  insurance,  .?2.50. 

Maynard,  Mass.— B.  J.  Coughlin  has  en- 
larged store. 

Redlands,  Cal.— Harry  Gregory  succeeds  H. 
Jacobsen. 

Owego,  N.  Y.— M.  H.  Gaskill  has  reopened 
repair  shop. 


From  Cycles  to  Chemicals. 

In  the  whirligig  of  time  many  changes  take 
place  in  all  walks  of  life,  and  it  Is  perhaps 
due  to  this  that  a  recent  change  has  taken 
place  in  the  affairs  of  a  former  Chicago 
cycle  concern.  Most  cycle  concerns  that  do 
make  changes  advance  to  some  newer  line 
of  effort,  as  progressive  thought  seems  to  be 
peculiar  to  those  who  enter  the  cycle  trade, 
and  the  advance  is  made  from  one  solid  to 
another. 

It  is  a  fluid  change,  however,  that  has 
taken  place  in  this  instance,  and  the  Gris- 
wold  Cycle  Company  has  changed  its  name 
to  the  Antiseptic  Chemical  Company,  same, 
place,  the  object  of  the  change  being  to 
manufacture  chemicals.  The  bicycle  trade 
has  been  accused  of  much  weakening,  but 
this  is  perhaps  the  first  case  on  record  where 
it  has  taken  an  absolute  soluble  course. 


Adding  to  Cycling  Luxury. 

With  a  reputation  for  not  being  content 
to  let  well  enough  alone,   and  as  the  first 


manufacturers  to  seize  the  spirit  and  value 
of  the  cushion  frame,  it  is  not  strange  that 
the  George  N.  Pierce  Company,  of  Buffalo, 
should  evolve  and  adopt  what  many  at  this 
time  would  think  a  radical  innovation— a 
spring  fork. 

The  Pierce  people  aim  at  the  perfect  bi- 
cycle, and  their  fork— it  is  unlike  any  spring 
fork  the  trade  has  ever  known,  as  the  ac- 
companying illustration  attests— is  a  further 
step  in  that  direction.  It  is  applied  to  the 
Pierce  cushion  frame  chainless,  and  accom- 
plishes for  the  head  of  the  bicycle  what  the 
cushion  frame  accomplishes  for  the  rear;  it 
is  comparable  with  the  perfectly  hung  coach. 
The  fork,  which  is  applied  only  to  the  Pierce, 
is  composed  of  a  main  spring  and  a  rein- 
forcing spring  which  form  the  fork  sides, 
both  of  which  springs  are  brazed  into  the 
cone. 

Boston,  Mass.— Nelse  A.  Lawson  has  opened 
a  repair  shop  at  No.  37  Chardon  street. 


ODDS  AND  ENDS 

Fred  W.  Voight,  the  well  known  manager 
of  the  Vailsburg  (N.  J.)  track,  is  down  with 
smallpox.  He  was  removed  to  the  isolated 
hospital  in  Newark  on  Monday. 


The  Century  Wheelmen,  of  this  city,  and 
the  Bay  View  Wheelmen  are  believed  to  be 
the  largest  purely  local  cycling  clubs  that 
remain.  Each  has  some  four  hundred  mem- 
bers. 


At  the  74th  Regiment  Armory,  Buffalo,  on 
February  22,  Ray  Duer  defeated  McEachem 
in  a  pursuit  race.  Duer  caught  McEachern 
after  three  miles,  1,670  yards  had  been 
ridden.     Time— 9:53  4-5. 


The  Rev.  Thomas  Douglass,  of  this  city, 
is  organizing  a  European  cycle  tour,  which 
will  sail  from  this  city  early  in  August.  The 
party  will  be  limited  to  twenty-five,  and 
will  be  made  up  of  men  only. 


This  year's  paced  racing  will  see  the  use 
of  large  powered  motocycles.  Up  to  this 
year  3%  horse  power  was  about  the  largest 
used  in  this  country,  but,  following  European 
methods,  the  horse  power  on  some  machines 
will  run  up  to  the  figure  nine. 


Bert  Lund,  of  Oakland,  Cal.,  is  preparing 
to  undertake  a  cross  continent  trip  that  will 
extend  into  Canada.  The  fact  that  he  in- 
quires of  The  Bicycling  World  for  informa- 
tion regarding  the  rules  governing  century 
runs  implies  that  he  will  do  no  lagging  on 
the  tour. 


Syracuse  plans  to  hold  Sunday  race  meet- 
ings this  year.  The  attempt  was  made  last 
year,  but  was  stopped  by  the  Sunday  Order 
Association,  who,  however,  failed  to  stop 
baseball  in  an  adjoining  field.  It  is  reported 
that  the  owners  of  the  track  now  have  per- 
mission to  go  ahead  with  Sunday  cycle 
racing. 


At  the  Coliseum  track,  Atlanta,  February 
24,  seven  teams  started  in  the  twelve  hour 
cycle  race.  The  contestants  are  to  ride  two 
hours  a  day  for  six  days.  The  teams  com- 
prise the  following  riders:  Leander  and 
Rutz,  Fenn  and  Caldwell,  Lake  and  Turville, 
Hadfield  and  Galvin,  Lawson  and  Barclay, 
Fields  and  Russell  Walthour,  Hunter  and 
Bennett.  Each  of  the  above  teams  rode 
forty-four  miles  and  three  laps  the  first 
night. 

If  the  N.  C.  A.  acts  on  a  suggestion  which 
it  has  been  seriously  asked  to  consider,  little 
men  padded  out  to  the  proportions  of  bal- 
loons will  appear  on  the  rear  seats  of  pacing 
tandems  hereafter.  Big  men  in  that  po- 
sition are  said  to  be  hard  on  tires,  and  are 
therefore  a  source  of  expense,  while  little 
fellows  do  not  afford  the  racer  sufficient  wind 
protection.  Padded  clothing  is  offered  as  a 
solution.  No  less  a  person  than  F.  Ed. 
Spooner  is  credited  with  the  suggestion. 


THE  BICYCLING  WORLD 


SIS 


CRAIG  ON  MOTOCYCLES 


He  Lectures  at  Length  on   the    Subject- - 
Some  of  his  Views. 


One  of  the  best  attended  meetings  of  the 
Cycle  Engineers'  Institute  of  England  on  rec- 
ord was  held  on  February  6  at  Birmingham. 
The  occasion  was  the  reading  of  a  paper  on 
motor  bicycles  by  Alexander  Craig,  and  the 
subject  was,  of  course,  responsible  for  the 
large  gatliering,  as  the  British  maliers  have 
pretty  well  plumped  for  this  least  expensive 
form  of  motor  vehicle  that  can  be  made. 

In  England  the  business  has  assumed  great- 
er proportions  than  is  generally  liuown  or 
realized  in  tliis  country,  and  that  the  cycle 
makers  of  that  country  are  giving  the  matter 
careful  consideration  is  best  attested  by  the 
hirge  attendance  reported.  In  spite  of  these 
incentives,  the  received  reports  of  the  paper 
show  that,  while  it  was  a  long  one,  it  must 
have  been  somewhat  disappointing  inasmuch 
that  it  failed  to  give  hardly  more  than  the 
catalogues  or  other  printed  matter  of  the 
maimers  would  ftirnish. 

After  giving  a  brief  description  of  thirteen 
bicycles  and  two  tandems,  all  of  which  have 
been  illustrated  and  described  in  The  Bicy- 
cling World,  the  lecturer  took  up  the  subject 
generally. 

After  giving  the  views  of  the  theorists  as 
to  the  best  position  of  the  motor  in  its  effect 
on  side  slipping,  he  stated  that  which  is  rec- 
ognized by  most  of  those  who  have  had  a 
really  wide  experience,  and  that  is  that  prac- 
tice has  demonstrated  machines  with  motors 
wholly  above  or  partially  below  the  crank- 
hanger  can  be  satisfactorily  made.  For  con- 
venience in  handling  when  off  the  machine 
the  low  position  is  best. 

With  the  usual  British  trait  of  getting  into 
controversies  over  theories,  the  cycle  press 
of  England  is  loaded  down  with  letters  on 
the  gyroscopic  action  of  the  flywheels  in 
its  effect  on  the  stabilit.y  of  the  bicycle.  Tlic 
lecturer  stated  that  this  was  nothing  so 
much  as  is  commonly  supposed,  and  that,  as 
a  matter  of  fact,  is  so  small  with  the  light 
flywheels  at  present  in  use  that  it  may  be 
neglected. 

Regarding  cooling,  the  opinion  was  ad- 
vanced that  where  high  power  was  desire, 
such  as  for  tandems,  the  use  of  water-cooled 
engines  might  come  into  favor.  The  ar- 
rangement need  not  be  at  all  cumbersome, 
and  a  water  cooled  motor  could  be  fitted  into 
positions  in  the  frame  which  would  be  im- 
practicable for  an  air  cooled  motor,  owing 
to  the  proximity  of  the  rider's  person  and 
the  difficulty  of  obtaining  sufficient  draught 
to  keep  the  engine  cool. 

The  reduction  in  size  of  flywheels  was  next 
considered,  as  they  form  the  chief  element 
in  the  weight  of  the  motor.  The  proposition 
was  put  in  the  following  manner: 

Suppose  the  machine  to  be  geared  so  that 


it  runs  twenty-four  miles  an  hour  when  the 
engine  is  making  1,800  revolutions  a  minute, 
probably  the  motor  bicyclist  would  be  satis- 
fied if  his  engine  commenced  to  work  as  soon 
as  he  got  up  a  speed  of  two  miles  an  hour  by 
pedalling  to  start  it.  This  would  mean  150 
revolutions  per  minute  of  the  engine,  and 
the  weight  of  the  flywheels  should  be  such 
that  their  momentum  at  150  revolutions,  to- 
gether with  the  energy  of  the  first  explosion, 
would  just  carry  the  engine  over  the  next 
compression. 

As  a  matter  of  fact,  existing  engines  can 
be  started  at  a  much  slower  speed  than 
this.  Indeed,  when  mounted  on  the  test  bed 
the  engine  may  be  pulled  round  slowly 
through  the  suction  stroke  in  order  to  get  a 
t  barge,  and  if  the  spark  be  adjusted  to  take 
place  just  after  the  commencement  of  the 
working  stroke,  the  engine  may  be  brought 
to  a  stand  at  the  top  of  the  compression 
strolie,  and  on  being  pushed  gently  forward 
the  explosion  will  take  place  and  carry  the 


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engine  over  the  next  compression  so  that 
it  will  continue  working.  It  thus  appears 
that  tlie  present  weight  of  the  flywheel  might 
1)(>  considerably  reduced  without  impairing 
the  starting  power  of  the  engine  at  low 
speeds. 

Of  course,  the  flywheels  have  another  func- 
tion to  perform  in  evening  up  the  irregular 
impulses  of  the  single  cylinder  engine,  but 
these  are  not  very  noticeable  when  the  ma- 
chine has  attained  even  a  moderate  speed.  If 
a  motor  bicycle  were  fitted  with  an  engine 
having  extremely  light  flywlieels  and  a  dis- 
engaging clutch,  the  machine  might  be  start- 
ed by  pedalling  and  the  engine  thrown  into 
gear  with  very  little  shock  indeed. 

On  the  subject  of  bearings  the  importance 
of  size  was  dAvelt  upon  and  attention  called 
to  the  point  that  with  proper  designing  they 
could  be  made  of  ample  size  and  yet  permit 
the  motor  to  be  placed  near  a  crank  bracket 
having  standard  tread. 

In  the  matter  of  carburetters  recognition 
was  given  to  the  fact  that  extended  experi- 
ence  seemingly  proves  that  the  spray  de- 


A  ice  will  replace  the  surface  device.  Atten- 
tion was  called  to  the  recent  Paris  show, 
where  tlie  spray  was  almost  wholly  used, 
the  older  makers  replacing  it  for  the  surface 
carburetter  used  on  earlier  models. 

Regarding  ignition  it  was  premised  that 
the  ignition  apparatus  of  a  motor  bicycle, 
in  common  with  that  of  other  motor  vehi- 
cles, is  the  part  which  most  frequently  gives 
trouble.  Electric  ignition  is  now  of  course 
universal,  but  the  current  may  be  supplied 
either  by  primary  battery,  secondary  battery, 
or  magneto.  In  the  last  case,  it  is  a  low  ten- 
sion current,  while  the  former  two  are  em- 
ployed in  connection  with  an  induction  coil 
to  produce  a  high  tension  current,  giving  a 
jump  spark  in  the  cylinder. 

It  should  be  borne  in  mind  that  just  the 
same  spark  is  required  to  fire  the  charge 
in  a  motor  bicycle  engine  as  in  that  of  a 
large  car,  and  having  regard  to  the  high 
speed  at  which  the  small  engine  runs,  every 
,  care  should  be  taken  to  make  the  apparatus 
thoroughly  reliable.  As  a  rule,  the  induction 
coils  used  on  motor  bicycles  have  no  trem- 
bler, the  interruption  to  the  current  in  the 
primary  circuit  being  made  by  the  contact 
breaker,  which  is  generally  of  the  type  pro- 
ducing one  spark  only  instead  of  a  stream  of 
sparks,  such  as  the  trembler  coil  gives  on 
the  large  cars.  Probably  the  small  space 
available  has  accounted  for  the  inefficient 
contact  breakers  that  have  been  fitted  in  the 
past;  and  the  necessity  having  been  seen 
for  something  better,  these  troubles  will  soon 
be  eliminated. 

Magneto  ignition  has  proved  successful  on 
a  few  makes,  and  its  general  adoption,  not 
necessarily  in  the  low  tension  form,  would, 
at  any  rate,  remove  one  source  of  anxiety 
from  the  mind  of  the  rider.  The  current 
generated  by  the  magneto  could  be  passed 
through  an  inducticn  coil  and  used  for  a  high 
tension  spark  with  the  ordinary  plug;  but 
low  tension  arrangement,  in  which  the  cur- 
rent goes  directly  to  the  mechanically  oper- 
ated wiper  in  the  cylinder,  is  simpler. 

The  method  of  connecting  the  motor  to 
the  driving  wheel  was  next  treated  in  its 
important  effect  on  the  etflciency  of  the 
mechanism  as  a  whole  and  its  material  influ- 
ences on  the  general  arrangement. 

The  simplest  form  of  transmission  is  that 
in  which  the  connecting  rods  of  the  engine 
drive  directly  on  to  cranks  on  the  back 
wheel  axle.  The  arrangement  is  open  to 
manjr  objections,  uniess  it  be  made  in  the 
four-cylinder  form,  and  the  tires  of  the  back 
■wheel  soon  become  badly  worn. 

The  method  of  transmission,  which  comes 
next  in  the  wa.v  of  simplicity,  is  tlie  belt 
drive,  whicli  is  so  largely  used  on  motor  bicy- 
cles at  the  present  time.  A  twisted  leather 
belt  is  generally  employed,  running  in  V- 
grooved  pulleys.  This  drive  has  the  merit 
of  being  very  smooth  in  its  action,  and  by 
admitting  of  a  little  slip  between  the  belt 
and  tlie  pulley  prevents  any  irregular  worlc- 
iug  of  the  engine  having  effect  on  the  rider. 
It  is  also  conveniently  detachable  in  case  the 
engine  fails  and  has  to  be  disconnected. 

It  has   been  a  roattef  of  surprise,   how-- 


576 


THE  BICYCLING  WORLD 


ever,  to  mauy  who  have  had  experience  in 
motor  car  construction  that  the  belt  should 
have  survived  so  long  as  a  means  of  trans- 
mission in  motor  bicycles,  since  the  condi- 
tions are  more  unsuitable  than  in  the  case 
of  larger  cars,  where  it  has  been  superseded 
by  chain  or  gear  drive.  The  use  of  higher 
powered  engines  this  year  has  certainly  re- 
vealed the  inadequacy  of  the  round  belt  in 
many  cases,  and  some  manufacturers  have 
adopted  a  flat  belt  in  preference.  Probably 
the  belt  driA^e  will  eventually  lose  favor 
except  for  low  powered  machines,  and  some 
form  of  chain  or  gear  drive,  with  a  spring 
or  slipping  clutch  in  one  of  the  wheels,  take 
iis  place. 

In  commenting  on  gear  drive  attention  was 
called  to  an  P^uglish  machine  where  the 
pinion  on  the  motor  shaft  drives  directl* 
the  internal  gear  ring  on  the  road  wheel.  It 
forms  a  very  efficient  method  of  transmis- 
sion, and  one  that  has  already  been  proved 
practicable  on  motor  tricycles.  However, 
there  is  no  doubt  that  it  would  be  consider- 
ably improved  if  it  were  made  more  elastic, 
so  that  the  shocks  of  the  engine  should  not 
be  imparted  to  the  rest  of  the  machine. 
This  applies  to  all  positively  driven  motor 
bicycles  as  well  as  to  tricycles  and  quads, 
but  at  the  same  time  very  good  results  can 
be  obtained  from  positive  gear  in  which 
there  is  no  elastic  element. 

In  the  opinion  of  the  lecturer,  chain  trans- 
mission will  probably  become  the  most  popu- 
lar in  all  cases  where  the  engine  is  not  suffi- 
ciently   near   the   road    wheel    to    admit    of 


spur  gearing  being  used.  Its  efficacy  is  un- 
doubtedly higher  than  that  of  the  belt,  and, 
as  has  already  been  remarked,  it  can  be 
made  as  smooth  in  its  action.  If  the  reduc- 
tion from  the  engine  to  the  road  wheel  be  at- 
tempted in  one  seep,  a  very  large  and  un- 
sightly sprocket  wheel  or  belt  pulley  must 
be  fixed  to  the  driving  wheel. 

With  the  high  efficiency  obtainable  on  a 
chain  drive  it  may  be  worth  while  to  make 
the  reduction  in  two  steps,  in  which  case 
the  drive  would  appear  less  clumsy,  and  a 
suitable  gearcase  could  be  easily  fitted. 
Chains  were  used  at  tlie  earliest  stages  of 
niotor  bicycle  construction,  and  had  the  ini- 
tial stages  of  business  taken  place  in  this 
country  (England)  instead  of  abroad,  most 
probably  the  chain  drive  would  be  as  com- 
mon as  the  belt  drive  is  at  the  present  day. 

By  use  of  worm  gear  the  necessary  reduc- 
tion between  the  engine  and  road  wheel  can 
be  effected  in  a  very  small  space,  and,  al- 
though the  worm  is  certainly  less  efficient 
than  spur  gearing,  yet  if  well  designed  and 
properljr  made,  it  is  doubtless  more  efficient 
than  the  belt  drive  commonly  used. 

Ball  bearings,  of  course,  should  be  used 
throughout  in  the  transmission  gear  of  a 
motor  bicycle,  and  where  chains  or  spur 
gearing  are  used  proper  gearcases  should  be 
used  wherever  possi))le,  both  for  the  sake 
of  cleanliness  and  efficiency. 

Two-speed  gears  have  been  fitted  in  some 
few  cases,  but  this  seems  to  be  an  unnec- 
essary   complication    except   for   very    hilly 


country.  It  is  also  convenient  when  the  en- 
gine is  not  working  up  to  its  normal  power, 
but  it  frequently  happens,  in  cases  where  a 
low  speed  gear  is  fitted  to  a  vehicle  pro- 
pelled by  an  air  cooled  engine,  that  the 
driver,  In  his  endeavor  to  get  up  hills  quick- 
ly, will  race  his  engine  on  the  low  gear, 
and  this,  of  course,  leads  to  overheating  and 
loss  of  power. 

It  is  useful  to  have  some  means  of  discon- 
necting the  engine  from  the  road  wheel  with- 
out dismounting  from  the  machine.  If  such 
an  arrangement  be  fitted  the  rider  can  mount 
the  machine  with  the  frame  disconnected, 
and  put  the  latter  into  gear  after  he  has 
started.  The  momentum  of  the  machine  and 
rider  will  then  carry  the  engine  over  its 
compression  and  start  it  without  excessive 
exertion  on  the  part  of  the  rider. 

Such  a  disengaging  clutch  should  be  pref- 
erably of  the  friction  type,  in  order  to  mini- 
mize the  shock  of  throwing  the  engine  in  and 
out  of  gear,  but  as  the  flywheels  and  other 
moving  parts  are  comparatively  light  in  a 
motor  bicycle,  some  makers  have  fitted  posi- 
tive clutches  for  this  purpose,  and  they  an- 
swer fairly  well  in  practice,  especially  where 
a  belt  drive  or  other  elastic  drive  is  used. 
It  would  certainly  be  an  improvement  in 
any  motor  bicycle  if  means  were  provided 
for  disengaging  the  engine  without  remov- 
ing any  part,  such  as  the  belt  or  driving 
pinion,  and  if  such  device  could  be  operated 
without  dismounting  a  good  deal  of  down- 
hill work  would  be  done  wath  the  engine 
stopped  or  running  slowly. 


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sss 


THE  BICYCLING  WORLD 


579 


The  Week's  Patents. 

693,370.  Bicycle  Support.  Hugh  Buruet, 
Victoria,  Canada.  Filed  May  17,  1901.  Serial 
No.  60,716.   (No  model.) 

Claim.— 1.  In  a  bicycle  support  of  the  clas.s 
described,  tne  combination  with  support  legs 
of  the  attachment  piece  4  bent  to  partially 
encircle  the  tubular  frame  of  the  bicycle; 
downwardly  turned  parallel  sides  4b;  the 
clamping  screw  5  through  such  sides;  the 
apertures  6  through  the  forward  end  of  the 
sides  4b;  the  slit  f  from  the  aperture;  out- 
wardly inclined  sides  4c  from  the  lower  edge 
of  the  apertures;  the  shouldered  strut  7  and 
the  stops  8,  substantially  as  described. 

693,372.  Circuit  Brealier  for  Electric  Ig- 
niters for  Explosive  Engines.  Ferdinand  E. 
Cauda,  New  York,  N.  Y.  Filed  Apr.  14,  1900. 
Serial  No.  12,829.    (No  model.) 

Claim— 1.  In  a  circuit  breaker  the  com- 
bination, with  a  cam  adapted  to  cause  vi- 
bration of  a  viliratory  folloAver,  and  means 
for  operating  the  cam,  of  a  vibratory  fol- 
lower therefor,  and  a  second  vibrator  adapt- 
ed to  be  set  in  vibration  by  said  follower 
when  the  latter  is  actuated,  and  to  make 
and  brealv  contact  with  said  follower  in  such 
vibration,  whereby  a  succession  of  sparks 
may  be  produced,  each  time  the  follower  is 
operated. 

693,379.  Bicycle  Coupling.  George  R.  C. 
Davis,  Manchester,  N.  H.,  assignor  of  one- 
half  to  -John  Champoux,  Manchester,  N.  H. 
Filed  Aug.  8,  1900.  Serial  No.  26,230.  (No 
model.) 

Claim. — 1.  As  a  mean  of  coupling  two  bi- 
cycles one  forward  of  the  other,  a  bar  or  tube 
provided  at  its  ends  with  extensions  formed 
of  helically  bent  spring  wire,  suitable  hoolfs 
rigidly  attached  or  forme'd  integral  one  at 
the  fi-ee  end  of  each  helical  extension,  and 
bands  adapted  for  attachment  one  to  each 
bicycle  and  having  each  a  socket  to  which 
the  hooked  end  of  either  helical  extension 
may  be  firmly  secured. 

693,462.  Combined  Carburetter  and  Gaso- 
lene Eegulator.  John  C.  Titus,  Marion,  Ohio. 
Filed  Aug.  28,  1901.  Serial  No.  73,550.  (No 
model.)    ' 

Claim. — 1.  The  combination,  substantially 
as  set  forth,  of  a  hollow  carburetter  body 
having  a  horizontal  outlet,  a  gasolene  cup 
disposed  in  the  base  of  said  body  and  having 
its  rim  disposed  inwardly  away  from  the 
wall  of  the  body  and  having  a  rim  portion 
at  and  as  high  as  said  outlet,  a  top  to  said 
body  having  a  portion  projecting  down  there- 
into and  concentrically  within  said  gasolene 
cup  and  having  a  funnel  shaped  air  opening 
vertically  through  it,  a  gasolene  nozzle  ar- 
ranged to  deliver  into  said  gasolene  cup,  and 
a  valve  to  control  the  flow  through  said  noz- 
zle. 

693,472.  Coaster  and  Brake  Mechanism  for 
Cycles.  George  T.  Warwick,  Springfield, 
Mass.,  assignor  of  one-half  to  George  M. 
Hendee,  Springfield,  Mass.  Filed  May  21, 
1900.   Serial  No.  17,355.  (No  model.) 

Claim. — 1.  In  a  driving  mechanism  for  a 
bicycle  or  other  vehicle,  in  combination,  a 
rotary  driver,  as  a  sprocket  wheel,  the  hub 
of  the  wheel  to  be  driven,  and  a  fixed  axle 
about  which  the  driven  wheel  turns,  a  sup- 
port ring  normally  free  or  disconnected  from 
the  axle  and  from  the  wheel  bub,  a  clutch 
part  pivotally  mounted  on  said  ring,  engaged 
and  actuated  by  the  sprocket  wheel,  whereby 
a  propulsive  force  on  uie  driver  sprocket  es- 
tablishes and  maintains  a  connection  for 
power  transmission  through  such  engage- 
ment member  between  the  sprocket  or  driver 
and  the  wheel  to  be  driven. 


693,521.  Separable  and  Reversible  Cycle, 
iTrederik  Ishoy,  Copenhagen,  Denmark. 
Filed  Feb.  13,  1901.  Serial  No.  47.160.  (No 
model.) 

Claim.— 1.  In  combination  with  two  cycle 
frame  sections  having  tubular  parts  adapted 
to  be  arranged  in  line  with  each  otiier,  a  pin 
adapted  to  pass  througli  the  said  parts  for 
uniting  the  said  sections,  and  liaving  at  its 
lower  end  a  head  or  knob  which  is  tiattened 
at  the  sides,  one  of  the  frame  sections  being 
/provided  with  an  opening  of  similar  shape,  in 
order  that  the  said  head  or  knob  after  pass- 
ing down  tlirough  the  said  opening  may  be 
used  to  lock  or  unlocli  the  frame  at  will  by 
turning  the  said  pin,  substantially  as  set 
forth. 

693,529.  Cooling  Explosive  Motors.  Thom- 
as Myers,  New  York,  N.  Y.  Filed  Feb.  14, 
1901.   Serial  No.  47,972.    (No  model.) 

Claim.— In  an  explosive  motor,  the  com- 
bination of  a  cylinder,  a  plurality  of  ribs  ex- 
tending longitudinally  upon  the  same,  a 
jacket,  surrounding  the  cylinder  and  pro- 
vided with  an  .air  inlet  near  the  exhaust,  an 
annular  space  arranged  between  the  jacket 
and  the  cylinder  surrounding  the  lower  part 
of  the  latter  below  the  ribs,  a  fan  mounted 
upon  the  crank-shaft  to  rotate  therewith,  a 
casing  for  said  fan,  and  a  passage  commu- 
nicating from  the  aforesaid  annular  space  to 
said  fan  casing;  together  with  ribs  upon  the 
head  of  tlie  cylinder  surrounding  the  exhaust 
passage,  said  ribs  being  arranged  to  deflect 
a  current  of  air  into  the  passage  existing  be- 
tween the  various  longitudinal  ribs. 

693,661.  Vehicle  Tire.  John  F.  Lober, 
Pittsburg,  Penn.  Filed  July  12,  1901.  Serial 
No.  68,074.    (No  model.) 

Claim. — 1.  A  vehicle  tire  comprising  a  hol- 
low inflatable  body  portion  triangular  in 
cross  section,  and  a  wide  tread  portion  con- 
nected to  the  outer  end  of  said  triangular 
body,  substantially  as  shown  and  described. 

693,747.  Tire  Inflating  Device  for  Ve- 
hicles. Michael  M.  Sinnott,  Northampton, 
Mass.,  assignor  of  one-half  to  John  William 
Sinnott,  Northampton.  Mass.  Filed  July  8, 
1901.    Serial  No.  67,453.   (No  model.) 

Claim.— 1.  In  a  self-propelled  vehicle  tlie 
combination  with  the  hub  of  a  wheel  there- 
of, of  an  annular  chamber  thereon  rotatable 
therewith,  having  one  open  side;  an  annular 
head  flxed  on  a  stationary  part  of  the  ve- 
hicle for  closing  the  open  side  of  said  cham- 
ber, an  air  compressing  device  on  the  ve- 
hicle and  an  inflatable  tire  on  the  wheel;  a 
pipe  from  the  compressing  device  communi- 
cating with  said  chamber  through  said  head, 
a  pipe  from  said  chamber  communicating 
with  the  said  tire,  a  check  valve  in  said  last 
named  pipe,  substantially  as  described. 

693,815.  Ball  Bearing.  Frederich  Erdsiek, 
Minden,  Germany,  assignor  to  Hoppe  &  Ho- 
mann,  Minden,  Germany,  a  firm.  Filed  Sept. 
7,  1901.   Serial  No.  74,697.   (No  model.) 

Claim.— 1.  In  a  ball  bearing,  the  combina- 
tion with  a  hub  or  casing  and  two  non-ad- 
justable ball  bearing  surfaces  therein,  of  an 
adjustable  ball  bearing  cup  screwed  into 
said  hub  or  casing,  a  worm  wheel  connected 
with  said  ball  bearing  cup,  and  a  worm 
mounted  in  said  hub  or  casing  and  gearing 
with  said  worm  wheel,  the  said  hub  or  casing 
completely  inclosing  all  said  parts  and  serv- 
ing as  a  housing  therefor,  substantially  as 
described. 


""^iOefects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motorcycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co.,  Box 
649,  New  York.  *** 


The  Week'5  Exports. 

February  is  in  a  fair  way  of  proving  a  rec- 
ord breaker  in  the  matter  of  cycle  exports, 
as  such  records  go  nowadays.  Last  week 
was  another  of  large  shipments,  Germany 
again  taking  a  five  figured  purchase.  Den- 
mark was  the  next  heaviest  buyer,  Holland, 
England,  P^rance,  Italy  and  Russia  account- 
ing also  for  tidy  parcels.  The  record  in  de- 
tail follows: 

Abo— 5  cases  bicycle  material,  ,1^280. 

Amsterdam— 53  cases  bicycle  material, 
$1,905. 

British  West  Indies— 17  cases  b'^ycles  and 
material,  .fSSO. 

British  Guiana— 6  cases  bicyclo  material, 
$339. 

British  Possessions  in  Africa— 2  cases  bi- 
cycle material,  $30. 

British  East  Indies— .38  cases  bicycles  and 
material,  $1,862. 

Bremen— 1  case  bicycles,  Sf'SO;  16  cases,  bi- 
cycle material,  $610. 

British  Australia— 1  case  bicycle  material, 
$75. 

Christiania— 4  cases  bicycle  material,  $389. 
Copenhagen— 377  cases  bicycles,  $7,116;  45 
cases  bicycle  material,  $1,790. 
China— 7  cases  bicycles  and  material,  $300. 
Dutch  Guiana— 2  eases  bicycle  material, 
$36. 

Dutch     East     Indies— 16     cases     bicycles, 
$1,499. 
Ecuador— 2  cases  bicycles,  $28. 
Frankfort— 8  cases  bicycle  material,  $126. 
Genoa— 1  case  bicycles,  $25;  49  cases  bi- 
cycle material,  $2,328. 
Hong  Kong— 8  cases  bicycle  material,  $149. 
Hamburg— 919  cases  bicycles,  $24,060;  38 
cases  bicycle  material,  $1,209. 

Havre — 66  cases  bicycles.  $2, .500;  22  cases 
bicycle  material,  $1,125. 

Japan— 46    cases    bicycles    and    material, 
$823. 
Landscroua— 6  cases  bicycle  material,  $251. 
London— 28  cases  bicycles,  $;342;  16  cases 
bicycle  material,  $1,161. 

Liverpool — 42  cases  bicycles,  $885;  16  cases 
bicycle  material,  $715. 
Milan— 8  cases  bicycle  material,  $400. 
Malta— 1  case  bicycle  material,  $15. 
New  Zealand— 40  cases  bicycles  and  parts, 
$1,160. 
Nuremburg— 3  cases  bicycle  material,  $124. 
Rotterdam— 57   cases   bicycles,    $1,202;   63 
cases  bicycle  material,  $1,700. 
Peru— 1  case  bicycles,  $75. 
Siam— 2  cases  bicj^cles,  $75. 
Southampton— 2    cases    bicycles,    $70;    40 
cases  bicycle  material,  ,$2,737. 
Stockholm— 57  cases  bicycle  material,  $653. 
St.  Petersburg— 1 4  cases  bicycles  and  ma- 
terial, $2,029. 
Swansea— 1  case  bicycles,  $25. 
United    States    of    Colombia— 2    cases    bi- 
cycles, $30. 
Uruguay— 12  cases  bicycles,  $380. 
Warburg— 4  cases  bicycle  material,  .$398. 


580 


THE  BICYCLING  WORLD 


Look  to  the  Window. 

As  the  inquiry  and  selling  season  is  now 
approaching,  the  dealer  should  look  into  the 
matter  of  his  window  display.  Because  one 
is  a  small  dealer  the  importance  of  this  fac- 
tor in  business  should  not  be  underrated  and 
set  to  one  side.  Tlie  value  of  \vinih)W  display 
is  constantly  before  us.  as  carried  out  by  tlu^ 
large  drygoods  and  department  stores,  and 
to  mininuze  this  value  by  tlnnkiug  business 
is  too  small  is  a  gricA'ous  error. 

The  arrangeut  of  goods  must  be  left  to 
individual  taste  and  ability,  but  whatever 
scheme  is  carried  out,  the  fundamental  idea 
should  be  cleanliuess  and  the  avoidance  of 
overcrowding.  Tlie  selection  of  backgrounds, 
such  as  the  color  of  the  tioor  and  sides, 
should  be  made  with  a  view  to  local  condi- 
tions of  dust  and  grime  in  order  that  they 


win  not  become  dingy  in  the  first  day  or  »o. 

If  plants  of  any  kind  are  used  let  them  be 
few  in  number  and  well  attended  to,  that 
they  may  not  present  the  appearance  of 
drooping  to  death.  The  window  should  not 
be  made  a  tiower  show,  and  the  surround- 
ings should  be  such  that  the  fresh  green  of 
the  plants  do  not  show  up  the  poverty  of  the 
other  fittings.  With  care  the  suggestion  can 
be  made  of  the  country  to  which  tlie  contents 
of  the  window  are  to  carry  the  looker-on. 

The  freshness  of  the  displays  to  be  made 
will  be  insured,  and  deterioration  in  the 
value  of  the  goods  on  show  will  best  be 
guarded  against  by  a  dust  proof  window.  It 
is  true  that  the  cost  of  this  will  be  some- 
what of  a  factor,  in  the  glass  and  sash  made 
necessary,  but  if  the  display  is  of  any  value 
it  will  be  repaid  by  the  saving  on  the  finish 


of  the  goods  and  the  time  used  each  day 
for  dusting. 

If  a  closed-in  window  is  used  the  goods 
the  dealer,  then  dusting  must  be  resorted  to 
and  the  display  should  be  made  as  small  as 
it  is  possible  to  have  it  and  yet  be  a  display. 

In  the  matter  of  light  it  should  be  re- 
membered that  in  the  daytime  to  permit  the 
sun  to  shine  in  the  window  not  only  fades 
and  tarnishes  the  goods,  but  prevents  those 
on  the  outside  from  having  a  good  view.  At 
night  a  few  carbide  lamps  can  be  used  to 
good  effect,  so  placing  them  that  the  re- 
flectors throw  the  light  in  front  of  the  art- 
icles in  the  window. 

If  a  closed  in  window  is  used  the  goods 
should  be  disturbed  as  little  as  possible,  and 
when  lamps  are  employed  for  light  they 
can  be  put  in  place  and  removed  with  a  long 
pole  as  an  aid  in  this  connection. 


IT    COSTS    MONEY    TO    LEARN    THE    DIFFERENCE 

BETWEEN  THIS 


and  the  several  imitations  and       'ust-as-goods." 
save:    the     IVIONEIY 

and  avoid  discomfort  and  disappointment  by  purciiasing  the  Persons  in  the  first  place.     It  is  just  about  nine  years  aliead  of  tliem  all. 

PERSONS    MFC.   COMPANY,  -  -  CHAS.  A.  PERSONS,  Pres't,  -         -  Worcester,  Mass. 


FACTS 

about  the 


J)eLong  Motocycle 

THERE  IS  NO  OTHER  MOTOCYCLE  LIKE  IT. 

Tanks,  bags,  belts  and  cases  entirely  absent. 
Starts  at  one  revolution  of  the  cranks. 
Its  extreme  lig-htness  (about  60  pounds). 
Its  speed  from  5  to  25  miles  per  hour. 
It's  a  wonder  at  hill  climbing. 
Its  narrow  tread  (5M  inches). 
Its  strength  and  simplicity. 
It's  a  pleasure  to  ride  It. 

CLEAN— GRACEFUL— RELIABLE. 


WRITE  FOR  OUR  1902  AGENCY  PROPOSITION. 


Catalogues  on  application. 


PATENTED 


INDUSTRIAL  MACHINE  CO..  Phoenix,  N.Y. 


THE  BICYCLING  WORLD 


58J 


1RADE. 


MARK 


Fauber  Perfection  Hanger 


THE 

DIAMOND 
SQUARE 
CRANK 


Unequaled  in 
any  of  the 
points  wliicli 
malce  a  Perfect 
Hanger 


LIGHT 
SIMPLE 
DURABLE 


FAUBER 
MFG.  CO. 

ELGIN,      ILL. 


THERE  ARE  NO  LAMPS 

EQUAL   TO  THE 

BRILLIANT  or  HALO 
Gasoline  Gas  Lamps 

for  HOME,  CHURCH,  STORE, 
STREET  LIGHTING,  Etc. 

Thousands  of  tlieni  in  daily  use  justify 
this  claim.  Every  lamp  guaranteed. 
Average  cost  of  running  loo  candle 
power 

AHOUT  15  CENTS  A  MONTH. 

One  agent  wanted  in  every  town. 

BRILLUNT  GAS  LAMP  CO., 
42  State  Street,  Chicago. 

WYOMA 

Coaster  Brakes. 

UNIVERSAL  AND  DETACHABLE. 

We  control  following;  patents: 

June  12,  Aug.  14,  Dec.  25,  1900, 

Feb.  19,  March  26,  April  1,  1901, 

covering  all  features  of  construction  of  these 
brakes.  We  also  control  trade-mark  "  E.  Z  " 
and  will  manufacture  all  brakes  so  stamped. 

See  issue  of  January   ist  for  description 
and  watcli  our  Ad. 

Reading  Automobile  &  Gear  Co., 

Tenth  and  Exeter  Sts.,  READING,  PA. 


Two-Speed  Gear  From  France. 

Among  the  French  motor  bicycles  that 
have  been  illustrated  in  The  Bicycling  World 
is  the  Chapelle,  which  occupies  a  prominent 
position  in  the  country  in  which  it  is  made. 
One  of  the  features  of  this  machine  is  its  two 
speed  gear,  which  is  illustrated  and  de- 
scribed herewith. 

This  gear  occupies  a  position  approximate- 
ly the  same  as  the  crank  hanger,  where  the 
motor  is  hung.  The  gear  consists  of  two 
gear  wheels,  G  and  H,  and  two  pinions,  B 
and  D.  The  pinions  are  moved  np  and  down 
by  a  lever  placed  on  the  top  tube  of  the 
frame,  with  the  connecting  rod  placed  inside 
the  seat  post  frame  tube. 

When  The  lever  is  moved   to  its  forward 


positijin  the  pinions  move  so  as  to  engage 
with  the  larger  gear  H,  in  which  position 
of  parts  the  bicycle  is  running  on  the  low 
gear.  To  ciiange  to  the  high  gear  the  lever 
is  pulled  to  its  rearmost  position,  the  pinion 
D  swings  into  engagement  witli  gear  G.  In 
a  midwaj'  position  the  pinions  are  engaged 
with  one  another,  but  are  free  from  1)  ;th 
gear.--,  tlius  i;eruiitting  the  engine  to  run  free. 
The  Chapelle  machine  lias  been  exten- 
sively used,  and  lias  made  exc-ellent  show- 
ing in  several  French  events,  tlierefore  criti- 
cism of  tliis  gear  ought  to  be  based  on  ex- 
perience. Attention,  however,  should  be 
called  to  the  fact  that  the  pinions  engage 
face  to  face,  not  by  sliding  into  engagement, 
whicli  is  regarded  as  bad  practice  on  ma- 
chine touts,  such  as  the  baclv  gear  of  a  latlie, 
as  an  example. 


The  Little  Things  in  Business. 

Business  is  made  up  of  details  of  little 
tilings;  whoever  attempts  to  shirlv  them  will 
fail.  It  is  disagreeable  to  spend  a  large  part 
of  one"s  time  on  the  di\v,  uninteresting  items 
of  the  routine  of  business.  They  are  tedious. 
But  no  great  success  was  ever  built  up  with- 
out close  and  careful  attention  to  the  litt":e 
principles  upon  which  success  depends. 
There  can  be  no  system  without  details,  says 
the  "Business  Magazine." 


Ci 


PERFECT 


♦» 


OILER. 


For  High  Grade  Micycles.  The  best  and  neatest  Oiler  in  the 
market.  DOES  NOT  LEAK.  The  "PERFECT"  is  the 
only  Oiler  that  regulates  the  supply  of  oil  to  a  drop.  It  is  ab- 
solutely unequaled.    Price,  25  cetns  each. 

We  make  cheaper  oilers,  also. 

CUSHMAN  &  DENISON,  Mfrs.,  240-242  W.  23d  St.,  NEW  YORK 


THIRD 
EDITION. 


There  is  always  one  BEST — one  tiial 
stands  at  the  top — a-top-notcher — It  may 
not  be  the  best  known  and  is  never  the  low- 
est  in  price.      In  coaster  brakes 

BEST .-'  GIKGH 


are  synononious.  Last  season  a  few  Cinch 
coaster  brakes  showed  their  purchasers  the 
new  principles  that  bad  been  introduced  in 
coaster  brake  construction.  This  season 
we  have  sold  and  shipped  all  but  a  few 
hundred  that  we  orginally  intended  to  pro- 
duce and  are  well  along  on  the  second  lot 
and  just  starting  a  third  edition.  This  ex- 
plains why  the  CINCH,  "the  one  that 
coasts,"  remains  at  $5.00,  why  our  price  to 
the  trade  is  higher  than  others  on  which 
prices  have  been  "  revised  "  two  or  three 
times  since  starting  the  season.  It  may 
ofler  some  explanation  for  the  "  ie\ision.  " 


We  don't  want  all  the  business — we 
don't  want  to  sell  those  who  are  looking 
foi'  the  lowest  price — we  don't  want  to  sell 
those  who  wish  to  buy  on  a  past  reputation 
established  without  competition — we  only 
want  to  sell  those  who  want  the  BE.ST — 
Atrial  of  the  (inch  will  quickly  demon- 
strate to  you  that  it  overcomes  those  an- 
noyances you  have  suffered  with  others — 
Sell  the  Cinch  and  those  annoyances  will 
disappear — your  troubles  will  be  over — then 
you  will  wake  up  in  the  night  and  laugh. 


WRITE  FOR  OUR  TRIAL  OFFER  PROPOSITION. 


RIGGS-SPENGER  COMPANY, 

IVIanufacturers, 
ROCHESTER,  N.  Y. 


582 


THE  BICYCLING  WORLD 


CHAMPION  HUBS 

Wrtte  tor  Complete  Description  and  Prices. 


(LIGHT    WEIGHT    RACING    MODBL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Tbelr  Name. 


VULCAN    HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 

I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

SelUng  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHDE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  JoS.'iR  CHAIN 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Prictionless 
Roclcer  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

sprockets. 

Send  for  Catalogue  and 
Tr^e  Price  to 

Morse  Chain  Co.,  irumansburg:,  n.  y. 


WANTS  AND  FOR  SALE. 

1 5  cents  per  line  of  seven  words,  cash  with  order. 

w 


Tenn. 


ANTED — A  few  small  Gasolene  Motors,  new 
or  second  hand.     H.  A.  Whitk,  Memphis, 


FOR  SALE-RIM  MACHINERY. 

Complete  outfit  of  Cowdrey  machinery  for 
making  rims  and  guards.  Capacity  300  rims  and 
70  guards  per  day.  Outfit  practically  as  good  as 
new.  A  fine  opportunity  to  get  a  good  outfit 
cheap.  H.  M.  LOUD'S  SONS  CO.,  Au  Sable, 
Mich. 


♦   T¥AND  AND  FOOT  PUMPS,    ♦ 


ft 


Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc 

i  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
Depots:  a  10  Lake  St.,  Chicago. 

4S)   Broome  St.,  New  York 


♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦< 


♦ 

♦ 
►♦♦♦ 


Bicycle  Parts  and  Tubing 

WRITE  US   FOR   PRICES. 

TheStandard  Welding  Co. 

Cl_EVEL.A.iSJD,  OHIO 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical construction.finish  and  materials  used, 
that  it  is  possible  to  produce  Made  in 
one  grade  only,  the  highest.  Handsome 
in  appearance;simple in  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fil- 
ings and  crank  hangers  on  the  market. 
^Our  1902  prices  are  lew.    Write  for  them. 

ARMSTRONG  BROS.  TOOL  CO., Chicago. 


ARNOLD,SGHWINN&CO, 


CHICAGO. 


WORLD  BICYCLES. 

Jobbing  Wheels;  .a  specialty. 
LARGEST  INDEPENDENt  MAKEils'iN  THE  COUNTRY. 


Upon  receipt  of  ^0  cents  in  stamps  we  will  mail  one 
dozen  of  the  MAQiC  as  a  sample  trial  to  any  part  of 
U.  S.  A.    Ask  your  jobber  for  it. 


I      THE  MAGIC    . 

I  A  COMPLETE  HEPAIRTOOLFORALl' 
I  SINGLE  TUBE   TIRES.  / 


HAS  A  POINT  ONLY  XelN. DIAMETER. 
Bicycle'salesmen  wanted  to  handle  the  MAQIC  as  a 
side  line. 

THE  MAGIC  REPAIR  TUBE  CO.,  248  URRABEE  ST.,  CHICAGO,  ILL. 


IDEAL  HANDLE  BARS 

The  Standard  Biirs  of  America 

Get  our  new  prices  on  bars  and  extensions  tor  igo2  and 
you  will  be  agreeably  surprised.  Electro*  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


The  Crosby  Company, 

BUFFALO,    N.   Y., 

Sheet  Metal  Stamping. 


^be  Hbmiral 

THE  ONLY  LAMP  WHICH  BURNS 
EITHER  OIL  OR  GAS. 

...Made  by... 
THE  ADMIRAL  LAHP  CO.,     -     Harysville,  Ohio. 


"D.  &  .!."  HANGERS 


Single, 

Tandem, 

Triplet, 

Quad  and 

Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hang-sr  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


ABSOLUTELY     THE    BEST 


Sterling  Continuous 


,i^^ 


NON-WINDINQ. 


SinPLE,      COnPACT,       /i 
DURABLE  ^  ^ 

EVERY  BELL  GUARANTEED. 


=CR  SALE  BY  THE  WHOLESALE  HARDWARE  ANp 
^OKTI^a  OOOP  pE-iue^ts, 


Ringing  Chime. 

NON=REVOLVING. 

Clear,  Loud,  Penetrating 
Alarm. 


N.  N.   HILL   BRASS  CO., 

EAST  HAMPTON,  CONN. 


Sole 
jyianufacturert 


SALESROOMS :    84.86  Chambers  St.,  NEW  YORK 
49  Pe»rl  S%.   BOSTON, 


THE  BICYCLING  WORLD 


583 


DO  IT  NOW 

If  your  business  shows 
signs  of  lethargy — 

WRITE    US 

Don't  put  it  off 

and  think  that  tomorrow 

will  do — 

DO  IT  NOW 

We  want  to  tell 
you  about  the 

Wolff-American 


Regal  and 

Holland 


bicycles  for  1902. 
They  are  sold  by 
representative  dealers. 
They  will  give  an 
eighteen  carat  freshness 
to  your  store.     They  have 
done  it  many  times  for 
others  and  can  do  the  same 
for  you — and — 

DO   IT  NOW 

Stearns  Bicycle  Agency 

GENERAL    DISTRIBUTORS 

Syracuse,    New   York. 


Keeping  the  Front  Wheel  Down. 

To  the  present  day  riders  it  probably  never 
occurs  tliat  tlie  problem  before  the  makers 
of  the  now  extinct  high  bicycle  was  its  sta- 
bility. The  ridLH''s  weight  was  thrown  almost 
entirely  on  tlie  front  wheel,  the  small  rear 
wheel  being  little  more  than  a  trailer.  The 
result  was  that  little  was  required  to  alter 
the  point  of  gravity,  the  saddle,  and  cause 
a  header. 

In  the  evolution  of  the  safety  tlie  proper 
distribution  of  weiglit  was  arriA^ed  at.  al- 
though it  took  time  even  with  the  low  bi- 
cycle. Many  riders  can  remember  the  time 
when  some  of  the  safeties  had  the  saddle 
placed  so  far  back  that  in  climbing  a  steep 
hill  the  machine  was  not  entirely  without  a 
tendency  to  tip  backward. 

This  tendency  of  the  front  wheel  to  lift  is 
again  in  evidence  with  some  designs  that 
have  been  gotten  up  for  pacing  motor  bicy- 
cles. In  fact,  there  were  two  such  machines 
used  last  year  that  ,what  Avith  the  position 
of  the  motor  and  the  desire  of  the  operator 
to  get  well  back  to  act  as  a  wind  shield,  re- 
quired a  dead  load  of  twenty-five  pounds 
near  the  forw  crown  to  hold  the  front  wheel 
down  to  the  track. 


About  Unbrazing  Joints. 

It  fj-equently  happens  that  a  repair  shop 
has  occasion  to  unbraze  a  joint  for  one  pur- 
pose or  another.  The  job  is  a  simple  one,  but 
is  often  not  carried  out  in  the  best  manner. 

It  should  be  remembered  that  it  is  impnr- 
tant  to  look  out  that  the  tubing  is  not  burned 
or  scaled  in  the  operation.  To  prevent  these 
(■(uiditions  plenty  of  borax  should  be  used, 
which  will  also  give  the  advantage  that  the 
brass  will  run  away  more  freely. 

In  remoA^ing  the  tubing  fi-om  any  joint  it 
sh  uld  be  done  while  the  job  is  in  the  fire. 
This  advice  is  given,  as  some  workmen  heat 
the  work  and  then  take  it  to  a  bench  vise  to 
pull  it  apart.  This  is  a  mistake,  as  it  may 
necessitate  the  reheating  one  or  more  times, 
Avasting  of  the  gauge  and  strength  of  the 
tubing. 


"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocycles  and  How  to  Man- 
age Them."  $1.  The  Goodman  Co.,  Box  649, 
New  York.  *** 


It  is  Not  the  Pace, 

it  is  vibration 

That  Kills. 

It  is  the  constant  jiggling, 
jarring  and  jolting  ;  it  is  the 
bumping  and  the  thumping 
that  mars  cycling  pleasure  and 
"tuckers  out"  the  rider.  It  is 
the  vibration  that  consumes 
energy  and  nervous  force. 

It  was  realization  of  the  fact 
that  gave  rise  to 

The 

Cushion 
Frame. 

On  it  you  can  go  further  and 
faster  with  less  fatigue  and 
more  comfort  than  on  any  other 
type  of  bicycle  extant.  It  con= 
serves  the  rider's  energy,  saves 
his  nervous  force  and  permits 
him  (or  her)  to  complete  a 
day's  ride  not  "  tuckered  out  " 
but  refreshed  and  invigorated. 

The  Cushion  Frame  is  bring= 
ing  back  into  cycling  thous= 
ands  who  have  learned  its 
great  value.  It  will  bring 
back  many  more  if  bicycle 
dealers  recognize  and  know 
how  to  make  the  most  of  a 
stimulant  for  which  they  long. 


HYGIENIC  WHEEL   COMPANY, 

OWNERS   OF 
CUSHION    FRAME    PATENTS 

220    Broadway,    NEW    YORK. 

Home  Office,  Philadelphia. 


The  Only  Distinpishable  Bell 


F-RAINJK     MO 


THE  ORIGINAL 


Cuckoo  Chimo 


It  has  been  imitated, 
but  never  equalled. 

be:ro    CO., 


The  Wrench  T  Always  Ready. 

REQUIRES  NO  ADJUSTMENT. 


Will  take  any  size  of  pipe,  bolt  or  nut  from   1-8  Inch  to  3-4 

inch  diameter.    As  strong  as  it  is  simple  and   has 

a  grip  like  a  prize  bulldog,  but  will  let  go 

when  vou  want  it  to  do  so. 

-  -  -  Attleboro,     IVIsss. 


584 


THE  BICYCLING  WORLD 


JVErW  DEPARTURE 
COASTER  BRAKE 


SOLD  EVERYWHERE  BY  EVERY  BODY/ 


IAN  UFACTURED 


^c  HtV*  DEPARTURE   Bt^.    ^"' 

SE-LLINC      AGE-NTS 

John  /i.  Graham  ^  Co. 

NtW   YORK  CITY. 


SOLAR  LAMPS 

ALWAYS   SATISFY. 

Badger  Brass  Mfg.  Co.,  Kenosha   Wis. 


Fast  Trains 

Chicago  &  North-Western  Ry. 


The  Overland  Limited 

California  in  3  days 

The  Colorado  Special 

One  night  to  Denver 

The  Chicago-Portland  Special 

Oregon  and  Washington  in  3  days 

The  North-Western  Limited 

Electric  Lighted — Chicago, 

St.  Paul  and,  Minneapolis 

Duluth  and  St.  Paul  Fast  Mail 

Fast  train  to  head  of  lakes 

The  Peninsula  Express 

Fast  time  to  Marquette 

and  Copper  Country 

^O  change  of  cars.     The  best  of  every- 
^     thing.    Call  on  any  agent  for  tickets 
or  address 


40J  Broadway  -  New  York 
eOl  Ches't  St.,Ph!ladelphia 
388  Washington  St.,  Boston 
301  Main  St.,    ■    •    Buffalo 


435  Vine  St.,  -  CInolnnati 
507  SmlthfldSt.,  Pittsburg 
234  Superior  St.,  Cleiieland 
17  Campus  Martius,  Detroit 


212  Clark  St.,     •     Chicago\2King  St.,EastJoronto,Ont. 


All  Amaricu  wiiMlmen  who  desire  to  keep  themselree 
pasted  apon  autten  concerning  the  cycle  in  Europe,  its  trade, 
■srhsBJn,  and  sport,  should  subscribe  to 

THE  CYCLIST 

AND  BiCYCLINe  AND  TRICYCLING  TRADES  REVIEW. 

The  only  recog^nized  authority  of  English  trade  and  manufac- 
tan.    Sent  post  free  to  any  part  of  Amenca  for  one  year,  #3.as. 

AKcrican  manufacturers  having  novelties  in  machines  or  sun- 
dries to  introduce  should  advertise  in 

THE    CVCLIST. 

TsTBs  an  application  to 

lUPPB  SONS  &  STURMEV.  Ltd.. 
19  Hartford  Street,  Coventry,  Eniciond. 

Membere  of  tkt  AaMrioan  Trade  vltlting  Englind  ire  Invited  to 
call  at  TKE  OTGUIT  Offlee  at  Ocventry  or  it  3  6t  Bride  Street, 
Lii^Kit  (UroMi,  Imdon,  L  C. 


Through  Train  and  Car  Service  in 
effect  April  29,  1900. 

TWO  FAST  TRAINS 


"Chicago"  "North  Shore" 

Special  Special 

Via  Lake  Shore.    Via  Mich.  Cen. 


Lv.  Boston 

tO.45  A.M. 

2.00  P.M. 

Due  Albany 

4.10  P.M. 

7.35     " 

"     Syracuse 

7.55      " 

11.25     " 

"    Rochester 

9.45      " 

1.15     " 

"     Buffalo 

11.40      " 

"     Toledo 

5.55   A.M. 

"    Detroit 

8.25     " 

"     Chicago 

11.50      " 

4.00  P.M. 

"Chicago  Special"  has  through  Buffet  Library  Smoking  Car 
and  Dining  Car  to  Syracuse  and  from  Toledo  to  Chicago. 

"North  Shore  Special"  has  Dining  Car  to  Albany,  and  from 
St.  Thomas  to  Chicago.  Both  trains  run  daily  and  are  made 
up  of  the  most  modern  and  luxurious  vestibuled  Sleeping  Cars. 

For  other  service  west,  time  tables,  reservation,  etc.,  address 

A.  S.  HANSON,  Qen.  Pass.  Agt.,  Boston. 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles 

"  Motocycles  and  How  to  Manage 
Them  " 

is  the  very  book  you  need. 
Every  page  teaches  a  lesson.      Every  illustration 

"  speaks  a  piece." 

And  there  are  126  pages  and  41  pictures,  too 

Price,  jSi.oo. 

The  Goodman  Co.,  1 24  Tribune  Bldg.,  New  York. 

If  You  are  Interested  in  Automobiles, 

THE  MOTOR  WORLD 

Will  Interest  You. 


It's  readable, 
and  you  can  understand  what  you  read. 

Published  Every  Thursday 
at  123-5  Tribune  Buiiding.  New  York. 


$2  per  Year 


Specimen  Copies  Gratis 


.MISSISSIPPI 


VALLEY 


RDUTE 


via  Rockf ord,  Freeport,  Dubuque,  Independenctw 
Waterloo,  Webster  City,  Fort  Dodge,  Bockwell 
City,  Denlson  and  Council  Bluffs. 

DOUBLE  DtlU  SERVICE 

TO  OMAHA 

BufEet- library -smoking  cars,  sleeping  cars, 
free  reclining  chair  ears,  dining  cars. 

Tickets  of  agents  of  I.  C.  K.  B.  and  connecting 
laes.  A.  H.  HAfTSOK.  6.  P.  A..  Cbicago. 

BOSTON  &  MAINE  R.Rs 

LOWEST  RATES 
FAST  TRAIN  SERVtCE 

BBTWaUC 

Boston  and  Chicago, 

St.  Louis,  St.  Paul, 
Minneapolis 

and  all  points  West,  Northwest,  SouthwoaC 

Pullman  Parlor  or  Sleeping   Cars  on  all 
Through  trains. 

For  tickets  and  information  apply  at  any 
principal  ticket  office  of  the  company. 


D.  J.  FLANDERS,  Gen'l  Pass.  &  TIekit  Aft. 

BOSTON. 

The  Best  Advertising  Medium 
for  the  Irish  Trade  is 

THE 
IRISH  CYCLIST 

specimen  copy  and  advertising  rates  on 
amplication  to 

R.  J.  MECREDY  &  SON,  Ltd.,  Proprietors, 

49  rUddle  Abtwy  St.,  DUBUN. 


mm 


M 


<v-. 


FOUNDED 


REVIEW^^^ 


ki  which  is  incorporated  "THE  WHEEL**  (New  York)  and  the  "AMERICAN  CYCLIST'*  (Hartford) 


Vol  xliv. 

No.  23. 


New  York,  N.  Y.,  U.  S.  A.,  Thursday^  March  6,  ^^^e^^gg^^^cenls^copy. 


e 


THE  TIME  HAS  ARRIvk 

when   tlie  retailer  must  put  in  his  hardest  licks  to  obtain   the  business  that 

The  fitting  of  coaster  brakes  to  new  wheels  and  to  old  one's  is  a  chief  source  of    profit  nowadays  and  no  dealer 

should  fail  to  make  the   most  of  it. 


(barter  ^rake . 


He  who   has    posted         ; 
himself  on  the  subject 
need  not  be  told  that 


THE  BARWEST 

is  the  coaster  braice  that  affords  the  most 
profit  and  the  greatest  satisfaction. 

He  who  has  postponed   writing  us  can  afford  to  delay  no  longer.     Delays  are  dangerous  and   mean   the  loss  of    good 

money  that  can  never  be  recovered. 


BARWEST  COASTER  BRAKE  COMPANY,  83  Chambers  Street,  New  York. 

PACIFIC  COAST  DISTRIBUTORS:  PhiL  B.  Bekeart  Co.,  114  Second  St.,  SSn  Francisco,  Cal. 


See  that  Bicycle?!^ 

LOOKS  ALL  RIGHT?      IS  RIGHT. 


IT    IS    FITTED    WITH  A 


Bicycle  with  Eei^as  Spring  Frame- 


RE6AS  SPRING  FRAME 

and  is  the  most  conifoi  taljle  bicycle  on  earth.    No  doubt  al)Out  it. 

UP   TO   THE    MINUTE   IN    DESIGN. 

No  crown  construction  in  rear. 

No  limitations  in  spring  action.     "  NEVER  BUMPS." 

MR.  DEALER  !    WOULD  YOU  LIKE  A  REVIVAL  IN  THE  WHEEL  BUSINESS  P 

You  can  bring  it  about  by  simply  showing 
bicycles  with  "Regas"  Spring  Frames. 

THEY   SELL  THEMSELVES. 

Nothing  nearly  as  good  at  any  price. 

THE  FIRST  TRIAL  IS  CONVINCING. 

List  at   $35.00  and   upwards, 

according  to  grade  and  equipment. 

Write  us  for  list  of  "  up-to-date  "  bicycle  manufacturers  who  build  bicycles 
with  "  Regas  "  .Spring  Frames. 

"REGAS  "VEHICLE  CO.,  Rochester,  N.Y. 

Sole  manufacturers  of  "Regas"  Spring  Frame  Fittings. 


i 


Mci-liiiiiicid  Details  of  Rcsns  Sprins  T 


//  you  want  your  name  in  the  mortise,  Mr,  Dealer,  write  to 

THE  MIAMI  CYCLE  &  MPG,  CO.,  Middletown,  Ohio 


THE  BICYCLING  WORLD 


585 


N 


W- 


In    every    place,    in    whatever    direction  — 

wherever  there  are  men  able  and  willing  to  appre- 
ciate all  that  is  true  in  tires,  there  Kokomo 
tires  will   be   found   in    ever-increasing   numbers. 

What's    the    state    of    affairs    in    your    neighborhood? 

KOKOMO    RUBBER    COMPANY,    Kokomo,   Ind. 


,  1     IWMl 


r56 


THE  BICYCLING  WORLD 


The  man  who  would  rise,  in  this  world   cannot  afford  to  wait  for  air  ships. 

The  dealer  who  expects  the  bicycle  business  will  better  itself  solely  because 
he  hopes  it  will,  will  not  have  much  figuring  to  do  at  the  end  of  the  season. 

The  dealer  who  realizes  that  it  is  up  to  him  to  actually  do  something  and 
who  does  it  is  the  one  whose  trade  will  increase. 

That  sort  of  dealer    either  has  the   Marsh 
Agency  already  or  is  dickering  for  it. 

He  realizes  that  it  enables  him  to  do  something  and  to  do  it  intelligently 
and  well.  He  has  an  up-to-date  bicycle,  not  merely  a  copy  of  a  discarded  model 
and  he  will  not  have  to  dodge  purchasers'  questions. 

Our  bicycle,  our  price  and  our  guarantee  place  him  on  Easy  Street.  There 
is  nothing  doubtful  about  any  of  them. 


MARSH   MOTOR  BICYCLE. 


Note  the  position  of  the  motor ;  it  is  correct.  And  the  motor  itself  is  cor- 
rectly proportioned.  It  has  more  main  shaft  bearing  surface  per  square  inch  of 
piston  area  than  any  other  cycle  motor  in  existence.  That  was  one  of  the  points 
we  took  into  consideration  when  we  framed  our  satisfaction-or-money-refunded 
guarantee. 


MOTOR   CYCLE    MFG.,    CO.,    Brockton,   Mass. 


THE  BICYCLING  WORLD 


587 


►♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»»»»»»»»»♦. 


-KELLY  ADJUSTABLE  BARS- 

F©R    SIX    YEflRS    THE    STaNDRRD    ©F    THE    WORLD. 


t 


. . .  afford . . . 

23 

X    Changes  of  position. 

^^^^^ 

Only  steel  forgings  and  seam^ 
less   steel    tubing    are 
♦  used  in  Kelly  bars. 

eastings  and  brazed  tubing 

do  not  fit  the  Kelly 

reputation. 


Nearly 

2,000,000 

in  use,  and  every  day  is  add= 
ing  to  the  number  and  in- 
creasing the  comfort  of 
cyclists  wherever 
bicycles  are 
used. 

^^^^^ 

Specify  the  Kelly 

and  thus  assure  the  satis^ 

faction    of   your 

customers. 


♦ 

♦ 
♦ 
♦ 
♦ 
♦ 
♦ 


THE  KELLY  HHNDLE  BRR  eOMPHNY,  eieveland,  Ohio. 


588 


THE  BICYCLING  WORLD 


i 


koiWu 


Solely  a  Business  Question. 

Figure  it  out  for  yourself,  did  it  ever 
pay  you  to  handle  an  inferior  article? 
Get  the  best. 

THE  SMITH  TWO-ROLLER 
SPRING  SEAT  POST 

has  stood  the  test  of  time,  it  is  the 
pioneer  in  the  Spring  Seat  Post  field 
and  will  make  you  new  customers 
while  retaining  the  old  ones;  sure  to 
please. 

ORDER  A  QUANTITY  FROH  YOUR 
JOBBER  TODAY. 

JOS.  N.  SMITH  &  CO.,  Detroit,  Mich. 
ii  I—  iim  iiiii 


COLUMBIA 


AUTOIVIAXIC    GAS     LAIVIR 

FOR  BICYCLES,  BUGGIES  AND  MOTOR  VEHICLES. 

Positively  automatic  water  feed,  i.  e.  the 
water  feed  is  positively  controlled  by  the 
gas  pressure,  which  is  regulated  by  a  gas- 
cock. 

No  carbide  wasted.  Charct  can  be  used 
repeatedly  until  exhausted,  the  same  as  in 
an  oil  lamp. 

Lights  at  once.  Turns  down  or  out  at 
once. 

Uses  one-half  the  carbide  necessary  in  a 
large  lamp,  and  gives  as  good  a  headlight 
as  the  best. 

Height  5%  in.     Weight  i8  o». 

5,000  of  these  lamps  in  use  on  buggies 
carriages  and  motor  vehicles  Id  Chicago 
this  year. 

We  maintain  prices. 

We  carry  the  stock*  ourselves,  and 
Jobbers  who  purchase  front  us  can 
return  all  surplus  of  unused  lamps, 
which  are  marked  (Model  C)  to  us  at  the  end  of  the  season. 

Our  goods  are  sold  on  their  merits  alone.    It  is  not  necessary  for  us  to  offer  prizes. 
Pine  art  calendar  for  1902  mailed  free  to  the  trade  on  receipt  of  letter  head. 

HINE-WATT  MFG.  CO.,  60  WABASH  AVE.,  CHICAGO.  ILL. 


We  have  the  largest  and  best  assortment  of  tires 
ever  offered  to  the  bicycle  world. 


% 

M 


THE  SAFETY 


-\ 


.^s> 


MFG 
THE  INDIA 
AKRON, 


BY 

RUBBER  CO. 
OHIO. 


THESE  ARE  TWO  OF  OUR 

LEADERS   AND   MUST 

BE    SEEN    TO    BE 

APPRECIATED. 

They  speak  for  themselves 
and  sell  themselves. 


THE  DAISY 


MFG. 
THE  INDIA 
AKRON, 


BY 

RUBBER  CO. 
OHIO. 


See  that  tread  ? 

Its  tough  ! 
It's  puncture=proof  ! 


WRITE  us  FOR  PRICES   AND 
SPECIAL   INFORMATION. 


A  big  winner  last  season. 

Leading  the  procession 
this  season  ! 


Ji\  THE  INDIA  RUBBER  COMPANY,  Akron,  Ohio. 


INDIAN 
CYCLES 


$25.00 


ONE  INCH  TUBING. 


New  Indian  Hanger. 


SEND   FOR  CATALOGUE. 


HENDEE  MFG.  COMPANY,  Springfield,  Mass. 


I  The  H.  A.  Matthews  Mfg.  Co.  I 


MANUFACTURERS   OF 


BICYCLE  FITTINGS 

*    of  all  description  and  of  the  finest  quality, 
SEYMOUR,  CONN.,  U.  S.  A. 


t 


THE  BICYCLING  WORLD 


589 


$25.00  REWARD 

For  information  about  dealers  using  or  handling 
infringing  tire  fluids.       WRITE  FOR  CONDITIONS. 

NEVERLEAK 


and  CLINES  LIQUID 
RUBBER  are  the  only 
fluids  that  can  be  legally 
used  in  pneumatic  tires. 


Lawsuit  Notice! 

We  respectfully  advise  our  friends  and  the  trade  that 
we  have  commenced  suit  in  the  United  States  Court  against 
the  Fixem  Mfg.  Co.  of  Pawtucket,  R.  I.  for  infringement  of 
our  Neverleak  patent  rights  and  that  same  is  now  pending. 

Suits  against  other  infringers,  wherever  discovered, 
will  be  promptly  instituted. 

We  believe  the  trade  in  general  is  in  favor  of  fair  play 
and  we  take  this  opportunity  of  guaranteeing  to  prosecute 
anyone  violating  our  rights  by  making,  using,  selling  or 
offering  for  sale  any  fluid  or  compound  not  made  by  us. 


BUFFALO  SPECIALTY  MFG.  CU.,  Buffalo,  N.  Y. 

Owners  of  NEVERLEAK  Patents. 


THOUGH  MANY  HAVE  TRIED 


(AND   ARE   TRYING) 


NONE    HAVE    SUCCEEDED    IN    EQUALLING 

THE  ROYAL 


It  still  remains  the  simplest,  the  most  attractive,  the  most 

practical  and  the  most  satisfactory  motor  bicycle 

to  be  found  anywhere.    The  reasons 

are  not  far  to  seek. 


ROYAL  MOTOR  WORKS, 


CHICOPEE   FALLS, 
MASSACHUSETTS. 


THE 

OPENING 

IS    ONE 

INCH 

WIDE 


lemov 

Rust 

!!  iJ 

'im  All  Me 

I      •"°    I 
fjOUSHi 

jRASS,  NICH 

»ND  STEE 


This  is  the 
only  rust  re- 
mover on  the 
market.  Con- 
tains no  acid, 
no  emery,  and 
takes  off  the 
rust  without  a 
single  scratch. 


Graphite  and 
•'3  in  I  "  oil,  put 
up  in  handy 
shape  for  lu- 
bricating axles, 
gears  and  bear- 
ings,alsochains 
and  cogs.  Will 
not  soil  the 
hands. 


neoucED  CUT. 


BICYCLE  SUNDRIES. 

We  handle  a  complete  line  of  Bicycle   Sundries.     Write   for  large 
illustrated  1902  Catalogue  No.  10.     A  postal  will  bring  it  in  a  hurry. 
All  jobbers  sell  our  goods  and  will  quote  you  lowest  prices. 

(l    W    COI   F  CO      *4^  Broadway, 
Vi.    YY  •  ^•v.fl-*!-/   WV7»,     New  York  City. 

Makers  of  the  famous  lubricant      (^_^e.^/g^ 


C.  B.  BARKER  &  CO.,  Ltd. 

93  Reade  St.,  New  York  City. 


EVERYTHING  IN  THE 


Bicycle  and  Automobile 

SUNDRY  LINE. 

Novelties        Tools        Specialties 

Standard  Goods  at  Standard  Prices. 

SEND  FOR  OUR  CATALOaUE  BEFORE  PURCHASING. 

SPECIALTIES : 


NATIONAL  CEHENTS. 
COLUMBIA  MORGAN  BARS. 
CRAWFORD  BICYCLES. 
BARKER  BICYCLES 
PIONEER  TIRES. 
FRENCH  HORNS. 
COASTER  BRAKpS. 
HILTON  VALVES. 
DUNLOP  TIRES. 
LAHPS. 


FAIRBANKS  WOOD  RIMS. 

AMERICAN  HORNS. 

INDIA  TIRES. 

BELLS. 

TIRES. 

OILS. 

TOOLS. 

punps. 

WRENCHES. 
ETC.,  ETC. 


C.  B.  BARKER  &  COMPANY,  LTD. 

93  READE  ST.,  NEW  YORK  CITY. 


V' 


590 


THE  BICYCLING  WORLD 


CORBIN'S    DUPLEX    1902    MODEL 

New  Departure  Coaster  Brake 


2B  "^  23 

Our  Nbw  Duplex  Braking  Clutch. 
Its   action   is   immediate   and    positive!) 
IT     IMEVER     SL.IRS. 


■hii 


Showing  Mechanical  Constructiok. 
Is   what  yo«j    have   been    look:fng   for. 
RITS     ANY     \A/HEEI_. 

The  only  suitable  coaster  brake  for  motor  cycles  and  chainless  wheels  on  the  market. 
Send  for  Catalogue  and  Show  Card. 


P.  &  F.  CORBIN,  New  Britain,  Conn. 

p.  &  r.  CORBIN  OF  NEW  TOKK,  PHILADELPHIA,  CHICAGO, 

11-13-15  Murray  Street.  925  Market  Street  104-106  Lake  Street. 


0&JJ|R£S 

Detachable -Double  Tube 
Corrugated 


Always  give  satisfactory  service. 
The  best  equipment  for  high  grade 
wheels. 

O&JliRcCo. 

INOmNflPOLIS 


13,300 

PAIRS 


Bicycle  Tires 


WE  BOUGHT  THE  EWTIRE  STOCK  OF  BICYCLE 
TIRES  OF  THE 

NEW  BRUNSWICK  TIRE  COMPANY, 

WHO  HAVE  RETIRED  FROM  BUSINESS. 

You  know  they  always  made  good  tires — the  kind  that  wears  and  gives  satisfaction 
We  are  selling  these  away  below  the  market. 

You  know  our  proposition  on  I^ISIC  and  IC-A.;^f  Or.A.IStOO  tires 
last  year  was  the  best  ever  offered,  and  dealers  made  money  on  them.  Our  NEW 
BRUNSWICK  proposition  is  away  ahead  of  last  year's  as  a  money  maker.  It  will 
pay  you  to  get  into  quick  correspondence  with  us  on  these. 


WE  ALSO  BOUGHT  THE  ENTIRE  STOCK  OF 

SECTIONAL  CARRIAGE  TIRES 

of  the 

International  Automobile  &  Vehicle 


Tire  Company, 


which  we  win  sell  to  close  quick  at  YOUR  price. 


Write  us  about  our  C/^  nO    BICYCLES. 


BOSTON  CYCLE  &  SUNDRY  COMPANY, 


J.  M.  UNSCOTT,  Manager. 


t  Hanover  Street,  BOSTON,  MASS. 


^i 


> ♦♦♦♦♦♦♦♦♦♦♦♦♦»♦ 


THE  COASTER  BRAKE  THAT 


♦ 


Proved  Worthy  of  the  Highest  Award 

AT  THE  PAN-AMERICAN  EXPOSITION 


That's  If. : 


THEIUNIVERSAL. 


OUGHT  TO  BE  WORTHY 
:  of  the  investigation  of  every  thoughtfui  man 

^         INTENT  ON  THE  PURCHASE  OF  COASTER  BRAKES. 


♦ 
♦ 


Particulars  and   Prices  on   Request. 


t^ 


UNIVERSAL  COASTER  BRAKE  GO,  Buffalo,  New  York.  | 


►♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ ♦♦»♦♦»»♦»♦* 


THE  BICYCLING  WORLD 


591 


No.  5 


John  R.  Khm 

BUFFALO,  N.  Y. 

Manufacturer  of 

Bicycles  emd  Parts, 

Automobile 
Engines, 

Forgings,  etc. 

SPECIAL  DIES  AND 
TOOLS. 

SCREW  MACHINE  PRODUCTS. 
Drawn  and  Stamped  Goods. 

As  YOU  Want  Them. 


No.  4. 


592 


THE  BICYCLING  WORLD 


JOHN 


KEIM 


BUFFALO,  NEW  YORK 
U.  S.  A. 


THE  BICYCLING  WORLD 


593 


If  You  are  Interested  in  Automobiles, 


THE  MOTOR  WORLD 


Will  Interest  You. 


It's  readable, 
and  you  can  understand  what  you  read. 


Published  Every  Thursday 
at  123-5  Tribune  Building,  New  York. 


t*  per  Year 


Specunen  Copie*  Gratie 


IDEAL  HANDLE  BARS 

For  I902 

ARE  BETTER  THAN  EVER, 

and  sold  for  only  a  small  advance 
over  cheap  trash. 

ORDERS   PROMPTLY   FILLED. 

We  make  extensions  out  of  forged  steel 
with  a  forward  throw  of  2%  inches,  3J4 
inches  and  5^4  inches. 

We  also  make  bars  for  Motor  Cycles, 
with  re-enforcement  so  they  will  stand,  with 
raise  or  drop  of  1%  and  3  inches. 

Write  for  prices  to  the 

IDEAL  PLATING  COMPANY, 

3  Appleton  Street,    BOSTON,  MASS. 


Patented  June  1.3,  ISnn. 


ARE  YOU  POSTED  ? 


EQUAL 


CAN 


THE 


"STANDARD" 

5  years  of  continued  success 
tell  the  story. 

500,000    SfflPPED    AND    ALL    USERS    HAPPY. 


THE  STANDARD  WELDING  COMPANY, 


CLEVELAND,  OHIO. 


Not  what  we  say,  but  what  we  do 

MAKES    THE    QUALITY    OF    THE 

Century  Special  Racer 


HERE'S    WHAT    WE    PUT    INTO    IT. 

Plush  Joints.. .Seamless  Tubing...Pauber  Perfection  l1anger...Thor  Hubs... 
Tucker  Hard  Maple  Rims. ..Diamond  E  5pokes... Kelly  Extension  Handle  Bar... 
Troxel  Racing  Saddle.. .Star  Racing  Saddle. ..Palmer  Tires. 

If  you  know  anything  about  cycle  material,  you  know  that  those  speci- 
fications constitute  the  best  the  market  affords. 


OUR  CATALOG  AND  QUOTATIONS  ARE  AS  CAPTIVATING 
AS  THE   BICYCLE  ITSELF. 


MILWAUKEE  CYCLE  CO.,  249-2St  Lake  Street,  MUwaukec,  Wis. 


Schrader  Universal  Valve. 


(Trade  Mark,  registered  April  30,  1895.) 


NOTICE. 


Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  the 
obtaining  of 

PARTS  of  the 
Schrader  Universal  Valve, 

I  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99-1,99-2,  99-3.  99-4,  may  be  had  from  all  the  makers, 
or  from  A.  Schradbr's  Son.  Price  Lilt  and  description  of 
parts  sent  00  applioalion.  9BHi 


SIMPLE  AND 
ABSOLUTELY  AIR-TIGHT 

Manufactured  by 

A.  SCHRADER'S  SON. 

ESTABLISHBD  1844. 

30  and  32  Rose  St., 

New  York,  U.  S.  A. 


^ 


wm 


504 


THE  BICYCLING  WORLD 


Can  Sell 
Half  a  Dozen 

M  o  r  r  o  >v  s 

while  you  are  trying 

to  sell  one  of  the  many 

"just=as=goods." 

THE  PUBLIC 

knows  the  Morrow  and  Trusts  it. 

It  is  further  proof  that  ''a  good 
name  is  more  valuable  than  rubies." 


ECLIPSE  MFG.  CO.,  Elmira,  N.  Y. 


€mt 


The  Bicycling  World 


AND  MOTOCYCLE  REVIEW, 

In  which  is  tQcorporated  "The  Wheel  and  Cycling  Trade  Review"  and 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  March  6 


HERFS  THE  N.Y.S.A.O.B.O.J.S. 


It  Came  Into  Being  at  IJtica  and  Promises  a 
Career  of  Usefulness. 


If  its  life  is  as  long  as  its  name,  the  job- 
bers' oi'ganization  which  came  into  being 
in  Utica  on  Wednesday  of  last  week  has  an 
extended  career  before  it.  Witness  the 
name:  New  York  State  Association  of  Job- 
bers of  Bicycle  Supplies. 

These  are  its  officers:  President,  H.  L. 
Hall,  of  the  E.  H.  Hall  Co.,  Rochester;  Tice- 
president,  A.  E.  Brian,  of  P.  A.  Frasse  & 
Co.,  New  York;  secretary  and  treasurer,  Will- 
iam Spalding,  of  Spaldmg  &  Co.,  Syracuse. 
Executive  committee,  the  foi'egoing  officers 
and  Harris  Parker,  of  C.  B.  Barker  &  Co., 
New  Yoi"k,  and  C.  L.  Kelsey,  of  the  Kelsej^ 
Co.,  Buffalo. 

The  meeting  was  really  full  of  interest  and 
the  groundwork  for  much  useful  work  was 
laid,  every  one  present  apjiarently  being  of 
one  mind  that  organization  would  result  in 
the  correction  of  not  a  few  existing  abuses. 

Among  other  things,  the  meeting  under- 
took the  definition  of  a  jobber.  The  several 
mooted  points  as  to  whether  the  issuance  of 
a  catalogue  or  the  maintenance  of  a  staff  of 
travelling  salesmen,  or  whether  of  the  total 
business  done  7.5  or  80  per  cent  should  be 
wholesale  trade,  constituted  a  jobber,  were 
also  discussed  earnestly  and  at  length.  But 
all  were  brushed  aside,  and  ultimately  a 
jobber  was  defined  as  "one  whose  principal 
business  is  wholesaling."  Of  those  who  come 
under  this  head  it  is  estimated  that  some 
thirty  exist  in  New  York  State,  all  of  whom 
will  be  invited  to  become  members  of  the 
new  association. 

Of  the  number  twelve  were  represented  at 
the  Utica  meeting,  as  follows:  Sidney  B. 
Robey  &  Co.,  Rochester;  E.  H.  Hall  Co., 
Rochester;  Albany  Iron  and  Hardware  Co.. 
Albany;  Utica  Cycle  Co.,  Utica.;  Clarke, 
Horrocks  &  Co.,  Utica;  C.  H.  Childs  &  Co., 
Utica;  J.  A.  Rickard  &  Co.,  Schenectady;  C. 
B.  Barker  &  Co.,  New  York;  P.  A.  Frasse  & 
Co.,  New  York;  Blmira  Arms  Co.,  Elmira; 
H.  R.  Olmstead  &  Co..  Syracuse,  and  Kelsey 
Co.,  Buffalo. 

Letters  of  regret,  which  also  conveyed  as- 
surances of  co-operation,  were  received  from 


the  Willis  Park  Row  Cycle  Co.,  J.  H.  Lengs 

Sons  Co.,  Wilson  Co.,  New  York  Sporting 
Goods  Co.,  American  Cycle  Mfg.  Co.  and 
Charles  E.  Miller,  all  of  New  York,  and 
Joseph  Straus  &  Co.,  of  Buffalo. 

Communications  from  a  number  of  manu- 
facturers were  also  in  evidence  as  indorsing 
the  movement  and  promising  support. 

The  management  of  affairs  will  rest  large- 
ly with  the  executive  committee  which  will 
draft  the  constitution  and  bylaws  and  shape 
other  projects  that  are  in  mind.  Among 
these  is  the  institution  of  an  exchange  of 
credit  information. 

Harris  Parker  returned  from  Utica  re- 
flecting the  enthusiasm  and  good  feeling  the 
meeting  had  created. 

•'As  few  preparations  had  been  made  and 
scant  notice  been  given,"  he  said,  "I  think 
most  of  them  went  to  Utica,  believing  that 
we  would  find  no  one  else  there,  and  that  a 
frost  would  result.  Instead  we  really  had  a 
splendid  meeting.  All  present  were  inter- 
ested and  deeply  in  earnest,  and  went  away 
with  the  conviction  that  much  good  would 
follow  the  organization.'' 


^      MAKERS^ARD  HIT 

Canadian  ^^iMwcs^^^^init^Creditors  This 
Side  of  Border— What  Caused  it. 


Takes  Wrench  to  Buffalo. 

The  well  known  Springfield  wrenches,  and 
all  that  pertains  thereto,  are  now  the  property 
of  the  Union  Specialty  Mfg.  Co.,  of  Buffalo, 
N.  Y.,  that  company  having  purchased  the 
wrench  end  of  the  Springfield  (Mass.)  Drop 
Forge  Co.'s  business.  Incidentally,  the 
Union  Co.,  in  which  W.  H.  Crosby,  of  the 
Crosby  Co.,  is  the  leading  figure,  has  in- 
creased its  capital  to  $40,000. 


Quaker  Jobbers  to  Organize. 

Following  the  example  of  New  York  and 
New  England,  the  Pennsylvania  jobbing 
trade  is  now  discussing  organization.  The 
matter  is  fairly  well  advanced,  and  the  idea 
is  being  so  well  received  that  an  association 
of  some  sort  is  almost  certain  to  result. 


Morrow  Depot  in  New  York. 

The  Eclipse  Mfg.  Co.  is  about  to  establisli 
a  Morrow  supply  depot  in  this  city.  H.  E. 
Walker,  of  the  company,  is  in  town  seeking 

a  location.  

Increased  Their  Capital. 

The  MacDonald,  Wessel  and  Ames  Co.,  of 
Detroit,  Mich.,  has  increased  its  capital  stock 
to  $25,000;  it  was  formerly  $10,000, 


Quite  the  heaviest  failure  that  has  oc- 
curred in  some  little  time  came  about  in 
Toronto  late  last  week,  when  N  .  C.  Sparks, 
its  president,  applied  for  the  appointment 
of  a  receiver  for  the  American  Tire  Co.,  of 
that  city.  The  court  granted  the  prayer,  and 
named  E.  C.  R.  Clarkson,  of  Toronto,  for 
the  position. 

The  nominal  assets  are  placed  at  $81,000 
and  the  liabilities  at  $100,000.  Tlie  creditors 
are  nearly  all  American  houses,  and  the 
American  Tire  Co.,  whose  manager,  H.  P. 
Davies,  was  better  known  than  its  president, 
handled  a  volume  and  diversity  of  goods 
made  on  this  side  of  the  border.  Hartford 
tires,  G.  &  J.  tires,  New  Departure  coaster 
brakes  and  bells  were  the  chief  lines,  al- 
though a  large  business  was  done  in  stripped 
stripped  bicycles,  most  of  which,  it  is  stated, 
were  supplied  by  William  Hengerer  &  Co., 
of  Buffalo,  who  are  accounted  one  of  the 
heaviest  losers. 

The  failure  is  attributed  directly  to  the 
miserable  report  made  by  the  Canadian  trust, 
the  Canada  Cycle  and  Motor  Co.  The  facts, 
or  alleged  facts,  and  figures  presented  by 
that  remarkable  document  made  every  one 
shy  of  Canadian  credits,  and  the  resulting 
pressure  of  creditors  on  one  side  and  the  re- 
luctance of  the  Canadian  banks  to  give  ac- 
commodation on  "bicycle  paper"  on  the  other 
squeezed  the  American  T'ire  Co.  to  the  wall. 

Despite  the  fact,  Manager  Davies  has  not 
entirely  lost  hope  that  some  arrangement 
may  be  effected  whereby  the  company  will 
continue. 

Daniels  Sells  Out. 

W.  Smalley  Daniels,  of  Jarvis  &  Daniels, 
Grand  Rapids,  Mich.,  has  disposed  of  his  in- 
terest in  that  firm,  and  will  embark  in  the 
automobile  business.  A  stock  company,  with 
$25,000  capital,  is  forming  to  take  over  the 
Jarvis  &  Daniels  business. 


Tubing  Quotations  Withdrawn. 

The  Shelby  Steel  Tube  Co.  has  withdrawn 
all  its  quotations  on  cycle  tubing.  What  the 
action  portends  is  variously  imagined, 


?5r=^ao 


596 


THE  BICYCLING  WORLD 


JANUARY'S  JOY 


Export  Statistics  for  the  Month  Show  Sub-= 
stantial  Increases  in  all  Directions. 


lu  the  matter  of  cycle  exports  the  year 
1902  started  with  a  rush  and  a  vigor  calcu- 
lated to  warm  the  cockles  of  the  American 
heart. 

January's  record,  just  announced,  was  a 
record  breaker  in  its  way.  Not  only  was  the 
total  almost  a  100  per  cent  increase  over  the 
correspondong  month  of  the  previous  year, 
but  the  gains  were  quite  general,  and  as 
large  as  they  were  general.  England's  pur- 
chases increased  more  than  100  per  cent, 
France  and  Germany's  nearly  300  per  cent 
each,  while  the  other  countries  pf  Europe  also 
bettered  their  records.  In  the  Far  East, 
Japan,  the  East  Indies  and  Australia  "looked 
up"  substantiallj',  while  Africa  held  its  own. 

The  losses  were  all  small  ones,  and  were 
scattered  mainly  throughout  Latin  America, 
and  even  in  this  direction  Argentina  also  im- 
proved on  its  record  of  January  of  last  year. 

With  January  the  government  statistics  re- 
vei-t  to  the  fiscal  year  which  ends  with  June. 
For  the  seven  months  of  this  period  the  rec- 
ord is  also  inspiring,  the  total  being  some 
$168,000  over  last  year's. 

The  statistics  follow: 


Jobbers  Who  Played  Both  Eobs. 

When  the  New  England  Jobbers'  Associa- 
tion was  formed  its  members  figuratively 
foreswore  all  dealings  with  retail  pools, 
doubtful  agents  and  price  cutters.  They 
agreed  to  sell  only  to  those  whom  they 
agreed  were  legitimately  entitled  to  trade 
prices. 

They  had  hardly  taken  the  pledge  and  re- 
turned to  their  respective  offices  before  still 
small  rumors  brought  a  tale  that  one  of  the 
titled  officers  of  the  association  was  surrep- 
titiously selling  to  a  house  that  had  given 
the  jobbers  particular  offence.  He  was 
promptly  called  to  task,  and  as  promptly 
swore  by  the  beard  of  the  prophet  that  the 
impeachment  was  utterly  false. 

But  the  rumor  would  not  down,  and  a  trap 
was  laid  for  the  suspect.  He  needed  no 
tempting,  and  fell  into  it  so  promptly  that 
the  entire  Eastern  trade  is  a-laugh  over  the 
situation.  As  a  result  of  his  duplicity  sev- 
eral manufacturers  have  already  refused  to 
sell  to  the  culprit,  but  what  the  jobbing  as- 
sociation itself  will  do  to  him  remains  to  be 
seen  and  is  awaited  with  interest. 


JAPAN'S  REGULATIONS 


Auction  narks  Olive's  End. 

The  end  of  what  was  once  the  Olive  Wheel 
Co.  Is  in  sight.  The  court  has  ordered  sold 
the  factory  at  Syracuse,  N.  Y.,  and  Monday 
next,  the  10th  inst.,  has  been  set  as  the  date 
of  the  auction. 

According  to  the  legal  notice,  the  property 


Exported  to- 
United    Kingdom 

France   

Germany    

Other  Europe 

British   North    America 

Central  American  States  and  Brit- 
ish Honduras 

Mexico    

Santo  Domingo 

Cuba    

Porto    Rico* 

Other  West  Indies  and  Bermuda. . 

Argentina    

Brazil   

Colombia    

Other  South  America 

Chinese    Empire 

British  East  Indies 

Hong  Kong 

Japan   

British  Australasia  

Hawaii*   

Philippine    Islands 

Other   Asia    and   Oceania 

Africa    

Other  countries 


January. 


Seven  months  ending  January 


1901. 


Values 
15,645 
13,144 
17,751 
50,111 
11,888 

455 
3,511 


1,203 


4,092 

1,663 

765 

34 

2,561 

2.009 

632 

300 

7,716 

7,658 


1,703 
1,1.59 
9,842 


1902. 

Values. 
32,257 
37,474 
40,394 
59,623 
11,075 

407 

1,145 

54 

1,085 


1900. 


1901. 


1902. 


2,802 

2,763 

457 

66 

1,014 

2,562 

3,226 

306 

12,573 

17,397 


627 
1,485 
9,759 


Total I      153,842|      238,551  |  1,795,706|   1,012,970    1,181,112 


Values.    I 

173,1551 

129,0961 

216,639 

353,154 

97,233| 

I 

2,155 

17,596 

202 

116,457 

1,611 

31,757 

115,040 

19,730 

5.859 

44,707 

15,446 

74,704 

4,964 

126,548 

146,362 

24,582 

3,535 

30,261 

44,824 

89 


Values. 

135,717 
36,711 
69,588 

181,577 
68,279 

2,479 

11,378 

239 

9,975 


29,185 

22,059 

7,239 

320 

19,058 

8,962 

30,015 

7,227 

118,492 

120,252 


50,747 

15,300 

68,073 

140 


Values. 
217.364 
107,919 
120,799 
212,660 
55,120 

3,406 

12,289 

645 

10,041 


26,222 

7,680 

2,753 

652 

14,446 

45,513 

28,552 

1,716 

94,936 

121,137 

11,097 

14,842 

71,206 

117 


*No  longer  included  in  statistics. 


Memphis  Looks  for  a  Revival. 

The  reorganization  of  its  parlc  system  and 
the  construction  of  many  miles  of  new  drive- 
ways is  apparently  making  for  a  great  re- 
newal of  cycling  interest  in  Memphis,  T'enn. 
The  daily  papers  of  that  city  all  devote  lib- 
eral space  to  the  probability  of  such  an  oc- 
currence. 


to  be  disposed  of  consists  of  "tools,  parts  of 
bicycles,  machinery,  engine,  bicycle  sundries 
and  stock  used  in  the  manufacture  of  bi- 
cycles, and  other  personal  property." 

The  terms  of  sale  will  be  10  per  cent  of 
bid  at  the  time  the  same  is  made  and  ac- 
cepted, and  the  balance  as  soon  as  an  order 
has  been  made  confirming  the  sale. 


Road    Rules    That    Explain   Why  There  Is 
Small  Demand  for  Juvenile  Bicycles. 


There  is  small  demand  for  juvenile  bicycles 
or  dropped  handlebars  in  Japan.  Although 
few  are  aware  of  the  fact,  the  Japanese  law 
discourages  their  use;  indeed  the  regulations 
of  the  Metropolitan  Board  of  Police  express- 
ly prohibit  the  use  of  bicycles  by  children  un- 
der twelve  years  of  age.  The  rules  are  also 
drastic  in  other  respects  and  are  as  explicit 
and  comprehensive  as  they  are  far  reaching. 
They  follow: 

Article  I. — When  using  a  bicycle  on  a  pub- 
lic road  the  cyclist  must  have  a  bell,  or  some 
other  sounding  device,  fixed  to  the  vehicle, 
or  carry  it  about  himself,  so  as  to  be  able  to 
give  warning  to  others. 

Art.  II.— While  riding,  the  cyclist  shall  not 
remove  both  his  hands  at  one  and  the  same 
time  from  the  handle. 

Art.  III. — When  passing  round  a  street  cor- 
nel", or  over  a  bridge,  or  a  hill,  or  a  narrow 
or  crowded  place,  the  cyclist  shall  proceed 
slowly,  giving  warning  by  means  of  the  bell 
or  other  device.  At  sharp  inclines,  however, 
he  must  alight  from  the  bicycle. 

Art.  IV.— When  a  cyclist  intends  to  pass 
pedestrians,  or  oxcarts,  or  horse  carriages, 
he  shall  give  previous  warning  to  them  by 
means  of  his  bell. 

Art.  V. — When  cyclists  ride  in  a  line  they 
must  leave  a  space  of  over  two  ken  between 
their  bicycles. 

Art.  VI. — When  riding  on  a  public  road  or 
near  the  same  the  cyclist  shall  wear  hakama 
(trousers)  or  momohiki  (tight  drawers),  or 
coverings  of  a  similar  nature. 

Art.  VII. — When  passing  along  a  road  at 
night  a  cyclist  shall  have  a  light  for  his  bi- 
cycle, no  matter  whether  he  is  riding  or  not. 

Art.  VIII. — Cyclists  shall  not  recklessly  in- 
terrupt a  procession  of  troops,  of  students  or 
pupils,  or  of  a  funeral  cortege. 

Art.  IX.— Cyclists  shall  not  proceed  abreast 
on  a  narrow  road. 

Art.  X. — Where  a  road  is  divided  into  a 
carriage  way  and  footpaths  the  cyclist  may 
proceed  along  on  tlie  footpath  only  when 
they  push  their  bicycles  by  hand.  Even  in 
this  case  the  police  may,  if  they  deem  it 
necessary,  stop  their  progress. 

Art.  XL — No  training,  nor  races,  nor  per- 
formances of  any  kind  on  a  bicycle  shall  be 
undertaken  on  the  public  road. 

Art.  XIL— While  riding  on  the  road  a 
cyclist  shall  neither  use  a  low-turned  handle, 
nor  cause  it  to  be  used. 

Art.  XIIL— No  bicycle  shall  be  ridden  by 
more  than  the  prescribed  number  of  persons. 

Art.  XIV. — Children  under  twelve  years  of 
age  shall  not  be  allowed  to  ride  a  bicycle  on 
the  public  road. 

Art.  XV.— The  police  may,  if  they  deem  it 
necessary,  order  a  cyclist  to  dismount  or  stop 
his  riding. 

Art.  XVI.— Offenders  against  these  regula- 
tions are  liable  to  detention  or  to  a  police 
fine. 


!l 


THE  BICYCLING  WORLD 


597 


A.  B.  Cs  MOTOCYCLE 


It  Finally  Makes  its  Formal   Debut  —  Has 
Many  Features  of  its  own. 


Of  the  motor  bicycles  that  have  beeu 
awaited  with  interest,  in  none  has  the  in- 
terest been  keener  than  that  promised  by 
the  American  Cycle  Manufacturing  Co.  Per- 
force, the  accompanying  illustration  of  that 
machine  will  gratify  no  little  curiosity. 

The  machine  weighs  115  pounds,  is  of  2% 
horse  power,  and,  as  the  Bicycling  World 
stated  last  week,  lists  at  $175.  Each  and 
every  part  of  it  is  made  in  the  Columbia 
factory  at  Hartford,  absolutely  no  part  of 
the  stock  bicycle  being  used  in  its  makeup. 

The  supply  of  gasolene  and  air  in  proper 
mixture  is  controlled  by  index  levers  on 
frame  just  back  of  bar.  Complete  control  of 
the  engine  is  obtained  by  means  of  the  con- 
trolling lever  without  removing  the  hands 
from  the  grips.  When  the  lever  is  depressed 
as  far  as  possible  the  machine  runs  at  full 


Monarch,  Rambler  and  Tribune  nameplates. 
It  is  covered  by  the  regular  sixty  days'  guar- 
antee against  defects  of  material  and  work- 
manship that  applies  to  all  of  the  company's 
productions. 

What  Inspired  the  Pneumatic  Tire. 

Despite  his  long  and  prominent  identifica- 
tion with  the  cycle  trade,  until  last  month 
J.  B.  Dunlop,  the  inventor  of  the  pneumatic 
tire,  had  never  spoken  at  a  cycle  gathering. 
The  occasion  of  his  "breaking  the  ice"  was 
the  Glasgow  cycle  show,  which  he  opened 
by  a  speech  dealing  more  with  motors  than 
with  cycles  or  tires. 

Somehow,  he  said,  he  never  thinks  of  him- 
self as  the  inventor  of  the  pneumatic  tire, 
but  goes  on  to  think  of  something  else.  He 
had  often  been  asked  what  made  him  think 
of  it  in  the  first  instance.  Lord  Wolseley  had 
been  one  of  the  curious,  and  he  answered 
him  as  he  did  now^  probably  it  was  his 
son's  football.  He  thought  how  nice  it  would 
be  if  his  tricycle  wheels  could  be  cushioned 
with  somethink  akin  to  a  football. 

But  a  curious  conversation  he  had  when  a 


MOTOCYCLES  AT  CHICAGO 


Few  of  Them    in   Evidence  at  Automobile 
Show — Kerosene  Motor  Promised. 


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speed.  Raising  it  to  a  point  near  the  bar 
shuts  off  the  power  and  applies  a  direct 
acting  broke  to  the  front  tire.  The  rate  of 
speed  is  governed  by  placing  the  lever  in 
intermediate  positions  according  to  the  pace 
desired.  An  electric  switch  on  the  opposite 
bar  also  admits  of  shutting  off  power  in- 
stantly. In  starting,  an  automatic  device 
causes  application  of  power  to  be  gradual, 
obviating  violent  initiatory  motion.  In  tak- 
ing on  power  after  a  coast,  there  is  no  violent 
explosion.  In  case  the  engine  is  disabled,  it 
can  instantly  be  disconnected  and  the  ma- 
chine driven  by  the  pedals  as  an  ordinary 
bicycle. 

The  specifications  follow:  Height  of  frame, 
22  inches;  wheel  base,  53  inches;  wheels,  28 
inches;  tires,  1%  inch,  single  tube — rear  tire 
extra  heavy  and  mechanically  fastened  as 
well  as  cemented;  spokes,  44  rear,  40  front; 
soft  rubber  grips;  pedal  gear,  about  56  in- 
ches; motor  gear,  8  to  1;  free  rear  wheel, 
admitting  of  machine  being  run  backwards; 
motor  can  be  speeded  to  about  2,600  revolu- 
tions per  minute;  all  parts  specially  heavy 
throughout;  fitted  with  saddle,  bag  and  tools 
complete. 

The  bicycle  will  be  marketed  under  the 
Columbia,     Cleveland,     Crescent,     Imperial, 


boy  with  a  lady  had  also  something  to  do 
with  the  matter.  She  pointed  out  kew  im- 
portant the  number  "three"  was.  There  were 
Were  three  elements  in  life— earth,  air  and 
water,  and,  working  that  out,  we  arrived  at 
such  subdivision  as  animal,  vegetable  and 
mineral,  solid,  liquid  and  gaseous,  and  so  on. 
He  had  never  forgotten  that  idea,  and  had 
applied  it  to  many  facts.  Even  in  the  pneu- 
matic tire  there  were  three  elements— the 
tube  which  contained  the  air,  the  fabric 
which  prevented  the  tube  unduly  expand- 
ing, and  the  outer  covering  of  rubber  which 
protected  the  fabric. 


Foot  Pump  Causes  Odd  Accident. 

This  story  of  an  unusual  accident  comes 
from  Atlanta,  Ga.,  and  is  said  to  have  hap- 
pened to  one  of  tlie  racing  men  now  sojourn- 
ing there:  While  inflating  a  tire  with  a  small 
foot  pump  the  wood  handle  broke  or  became 
detached;  the  plimger  being  at  its  down 
stroke  at  the  time,  the  back  pressure  drove 
the  rod  completely  through  the  man's  hand, 
giving  him  an  ugly  wound. 


"Motorcycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound,  $1. 
The  Goodman  Co.,  Box  649,  New  York    *** 


Chicago,  March  2. — But  three  makers  of  . 
motor  bicycles  deemed  it  necessary  or  de- 
sirable to  exliibit  their  wares  at  the  Chicago 
"Automobile  Exhibition,"  as  the  show  which 
opened  at  the  Coliseum  on  Saturday,  March 
1,  is  officially  termed.  One  of  these,  even, 
shows  automobiles  also,  so  that  it  will  be 
seen  that  the  show  is  one  of  automobiles  in 
fact  as  well  as  in  name. 

The   three    concerns   referred   to    are    the 

Later  in  the  week,  however,  the  Chicago 
Motocycle  Co.  promise  to  stage  a  bicycle 
fitted  with  what  they  term  a  Calorical  en- 
gine, that  is,  one  using  either  kerosene  or, 
gasolene. 

Buffalo  Automobile  and  Auto  Bi  Co.,  of  Buf- 
falo; the  Wisconsin  Wheel  Works,  Racine 
■Junction,  Wis.,  and  the  Merkel  Mfg.  Co., 
Milwaukee,  Wis.  The  showing  smacks  of 
the  West,  of  course,  and  this  is  only  natural. 

Of  startling  features  or  changes  on  the 
machines  there  is  a  dearth.  The  Mitchell 
and  the  Merkel  have  undergone  little  over- 
hauling. The  Auto-Bi  line  has  been  increased 
by  two  entirely  new  models,  and,  although 
they  have  already  been  described  and  illus- 
trated, this  show  offers  the  first  opportunity 
for  examination. 

The  Mitchell  exhibit  consists  of  two  ma 
chines.  The  motor  is  still  attached  to  the 
main  frame  tube,  and  the  disposition  of  the 
gasolene  tanks,  induction  coils,  etc,  is  that 
rendered  familiar.  A  marked  departure  in 
the  shape  of  an  entirely  new  belt  is  made, 
however.  At  first  glance  it  resembles  an 
ordinary  Manila  rope,  but  a  closer  examina- 
tion reveals  the  fact  that  it  is  made  o'f  raw- 
hide. Three  strands,  each  in  turn  made  up 
of  three  smaller  strands,  are  used  in  the 
composition  of  the  rope,  making  a  round  sec- 
tion. This  mns  on  a  pulley  the  groove  of 
which  is  nearly  square.  The  belt,  which  is 
made  six  feet  too  short,  and  then  stretched 
until  it  is  long  enough,  is  said  to  be  proof 
against  further  elongation,  even  under  the 
most  severe  drawing  strain.  The  only  other 
change  is  found  in  the  sparking  advance 
lever,  which  is  now  placed  just  back  of  the 
head  of  the  machine,  instead  of  near  the 
motor. 

In  the  two  new  Auto-Bies,  which  differ 
only  in  that  one  is  belt  driven  and  the  other 
chain  driven,  a  number  of  ingenious  de- 
vices have  been  incorporated.  Chief  among 
these  is  the  single  grip  control,  the  right 
hand  grip  being  used  for  this  purpose.  By 
twisting  it  the  exhaust  valve  is  opened  and 
the  sparking  advance  is  retarded,  the  opera- 
tions being  simultaneous.  The  machine  can 
then  be  pedalled  without  difficulty.  A  twist 
of  the  grip  in  the  other  direction  closes  the 
exhaust  valve  and  advances  the  sparking. 
The  lubricating  oil  is  contained  in  the  top 
frame  tube,  and  a  small  pump  is  fastened  to 
the  lower  side  of  this  tube,  one  stroke  of 
which  draws  a  certain  amount  of  oil  from 
the  tube  and  permits  it  to  pass  to  the  motor 
cylinder,  etc.  By  loosening  a  single  screw 
the  inside  of  the  muffler  can  be  taken  out  for 
the  purpose  of  cleaning. 


598 


THE  BICYCLING  WORLD 


1 
f 


itawaaMJin^^aigKBggiaaMniKaaBiiijagjrf-'a^'^-sq::^  zap.w'M.'apy"^^' 


WE  HAVE 

NUMEROUS  ''GOOD  THINGS ^^ 

FOR  1902. 


IT  WAS  A 


National 


LIKE  THIS 

THAT  FENN  RODE 
WHEN  HE  MADE  THE 
5  MILE  WORLD'S  UN- 
PACED  COMPETITION 
RECORD,  JO-33  2-5.       :: 


National  Cycle  Mfg*  Co* 


BAY  CITY,  MICH. 


''What's  in  a  name"? 

A    GREAT    DEAL    IF    IT    IS 

. . .  FISK . . . 

FOR    IT    WILL    MEAN    THAT    YOUR    EQUIPMENT    IS    THE    BEST. 

FISK    TIRES    LEAD    ALL    OTHERS 


FOR 


"When  you  ride  the  FISK  you  run  no  risk." 


FI5K  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 


BRANCHES: 


BOSTON,  SPRINQFIELD, 

604  Atlantic  Ave.  40  Dwight  St. 


NEW  YORK.  PHILADELPHIA, 

83  Chambers  St.  916  Arch  St. 


SYRACUSE, 

423  So.  Clinton  St. 


BUFFALO,  DETROIT,  CHICAGO,  SAN  FRANCISCO, 

28  W.  Qenesee  St.  252  Jefferson  Ave.  54  State  St.  114  Second  St. 


THE  BICYCLING  WORLD 


599 


THE 


founded; 
•187:^ 

anCAWOCYCLE  REV1EW'«8». 

In  which  is  Incorporated 
'  ^ne  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 
By 

THE  GOOOMaN  eoMPaNY, 

133-12S  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


Subscription,  Per  Annum  [Postage  Paid]  $2.00 
Single  Copies  [Postage  Paid]  ...  10  Cents 
ForcigTi  Subscription $3.00 

Invariably  in  Advance. 

Postage  stamps  will  be  accepted  in  payment  for  subscripiions, 
but  not  for  advertisements.  Checks.  Drafts  and  Money  Orders 
should  be  made  payable  to  The  Goodman  Company. 


Entered  as  second-class  matter  at  the  New  York,  N.  Y., 
Post  Office,  September,  1900. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

^S"  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

I^r*  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


Nxw  York,  March  6,  IQ02. 

The  Joy  of  January. 

That  the  year  made  a  good  beginning  the 
export  statistics  printed  in  another  column 
attest. 

Of  course  the  figures  represent  hut  the 
first  month  of  twelve,  but  the  story  of  re- 
newed energy  and  quicliened  demand  that 
they  convey  cannot  but  inspire  a  feeling  of 
confidence  and  good  cheer,  particularly  as 
the  weekly  reports  of  exports  during  Feb- 
ruary proved  that  the  volume  of  demand 
closely  approached  that  of  January. 

It  is  not  alone  that  the  total  for  the  montli 
is  an  increase  of  more  than  75  per  cent,  over 
January  of  1901,  but  the  gains  in  England, 
and  particularly  ip  France  and  Germany 
were  so  enormous,  comparatively  spealsing, 
to  say  nothing  of  "other  Europe,"  Australia 
and  Japan,  that  the  record  of  the  month  al- 
most savors  of  the  remarkable. 

It  seems  to  argue  that  the  foreign  trade 
has  pretty  well  rid  itself  of  the  glut  of  over- 
stocks, and  has  about  recovered  its  tone  and 
normal  health.  * 

Surface  indications  point  to  a  similar  state 


of  affairs  in  this  country.  Everything  seems 
to  portend  the  best  foreign  and  domestic 
trade  in  three  years.  Before  the  close  of 
April  we  shall  know  whether  the  signs  were 
false  or  true. 

Meanwhile  it  is  well  to  make  the  most  of 
the  brightness  that  prevails.  The  export 
figures  are  before  us,  and  are  commended  to 
the  attention  of  the  gentlemen  with  wry 
faces  who,  viewing  the  trade  in  the  light  of 
yesteryear,  can  find  no  health  in  it. 


Stopping  Small  Leaks. 

The  maker  of  a  well  known  condiment,  the 
persistent  advertising  of  which  made  him 
one  of  the  notably  rich,  once  remarked,  "My 
money  is  not  made  so  much  out  of  what  the 
people  eat  of  my  goods  as  what  they  leave 
on  their  plates."  Recognizing  the  general 
truism  of  this  and  its  many  ramifications,  he 
applied  it  as  an  axiom  throughout  his  busi- 
ness. Savings  were  instituted,  each  by  itself 
being  small,  but  the  aggregate  worked  on 
the  old  basis  of  pennies  make  the  dollar. 
The  total  from  these  accumulative  savings 
was  applied  to  the  advertising  account  to 
considerably  swell  it. 

If  the  small  dealer  and  repair  man  will 
look  over  his  business  he  will  be  surprised,  if 
the  investigation  is  complete,  at  the  many 
little  points  offered  -for  savings,  each  trifiing 
in  itself. 

Take  in  the  item  of  brazing  alone.  Most 
repair  men  will  at  first  take  exception  .to 
the  statement  that  they  are  extravagant  in 
the  use  of  flux  and  spelter.  Yet  we  know 
that  such  is  the  case,  and,  without  skimp- 
ing the  job,  a  distinct  saving  can  be  made  in 
a  year's  time  by  a  good  workman. 

The  matter  of  files  will  also  stand  deeper 
investigation,  both  in  the  manner  of  using 
and  the  length  of  time  they  are  kept  at 
work.  To  get  all  that  is  possible  out  of  a 
file  at  the  least  expenditure  of  time  and  ef- 
fort is  worthy  of  as  much  study  and  ability 
as  an  engraver  gives  to  his  tool.  The  great- 
est value  can  be  had  when  the  file  is  handled 
correctly.  Not  only  will  each  movement  do 
more  work,  but  the  life  of  the  file  will  be 
materially  increased.  When  this  art  is  fully 
mastered  there  will  come  with  it  the  under- 
standing that  there  is  a  time  beyond  which 
the  use  of  the  file  is  extravagant,  as  it  is 
too  dull  to  to  do  the  work. 

From  the  folly  of  using  a  dull  file  it  is  a 
natural  transition  to  recognize  the  equa*l 
folly  of  using  or  keeping  about  the  shop  any 
tool  that  is  dull.  To  make  the  error  of  using 
a  dull  file  because  otherwise  it  will  have  to 


be  replaced  at  the  cost  of  a  new  one  is 
equally  bad  as  it  would  be  to  go  on  using  a 
dull  lathe  tool  because  it  takes  time  to 
sharpen  it.  Five  minutes  at  the  tool  grinder 
will  save  an  hour  at  the  lathe  or  other  ma- 
chine tool. 

If  the  dealer  and  repair  man  will  watch 
these  and  other  items  that  with  a  little 
thought  present  thsmselves  in  the  daily 
work,  he  will  finci  that  the  weekly  saving 
will  be  a  material  aid  to  increase  the  amount 
of  money  that  he  can  invest  in  printer's  ink. 


Give  us  a  Rest  I 

There  are  two  classes  of  papers— those 
which  know  no  better  than  they  print,  and 
those  which  ought  to  know  what  they  talk 
about. 

When  a  publication  with  such  pretensions 
as  The  New  York  Commercial,  which  sets 
up  itself  as  "the  business  daily,"  undertakes 
to  write  up  or  write  down  an  industry  the 
average  business  man  has  a  right  to  expect 
at  least  a  display  of  common  sense.  The 
Commercial,  however,  apparently  has  its 
eye  glued  on  the  stock  ticker  and  judges 
everything  from  that  standpoint.  It  recently 
devoted  some  attention  to  the  cycle  trade, 
and  because  the  common  stock  of  one  over- 
capitalized company  is  quoted  at  next  to 
nothing  The  Commercial  sees  "signs  that 
the  turning  out  of  motor  vehicles  may  res- 
cue the  industry  from  complete  collapse." 

It  is  from  such  silly  prattle  from  men 
who  are  popularly  credited  with  being  the 
possessors  of  brains  that  the  cycle  trade  has 
suffered  most;  there  is  some  excuse  for  the 
man  in  the  woods  or  one  who  does  not  pose 
as  an  industrial  expert;  there  is  none  for 
the  latter.  It  is  his  business  to  know  what 
he  is  writing  about  and  to  think  before  he 
writes. 

It  is  his  business  to  know  the  difference 
between  "booms"  and  normal  and  healthful 
growth^  of  trade  and  of  all  that  follow  in 
their  train.  It  is  his  business  to  know  the 
difference  between  playthings  and  articles 
of  real  utility.  It  is  his  business  to  know 
the  difference  between  "complete  collapses" 
and  settling  down  processes,  and  it  is  his 
business  to  build  up  and  not  join  in  tearing 
down  legitimate  industries  by  giving  printed 
expression  to  idle  thoughts  or  empty  vapor- 
ings  that  aifect  stock  tickers  or  are  prattled 
by  the  populace. 

Despite  what  The  Commercial  says,  i.  e., 
that  the  world  was  agreed  that  the  demand 
of  the  boom  period  was  to  be  the  propor- 
tions of  the  permanent  demand  for  bicycles. 


600 

we  question  whether  the  men  who  think 
were  included  in  the  agreement.  The  boom 
was  popularly  and  properly  referred  to  as 
a  "craze,"  and  any  one  with  a  thimbleful  of 
sense  knows  that  "crazes"  are  not  lasting, 
exactly  as  they  know  that  booms  are  like 
balloons— as  surely  as  they  go  up  they  come 
down. 

The  "bicycle  craze"  or  boom  was  no  ex- 
ception to  the  rule.  M^  with  idle  capital 
or  idle  factories,  and  others  who  had  only 
colossal  "brass,"  rushed  into  the  business 
when  it  was  at  its  height,  aud  either  rushed 
out  or  fell  out  of  it  when  it  declined,  ex- 
actly as  they  rush  aud  have  rushed  to  and 
then  from  the  gold  fields,  or  oil  fields,  when 
a  boom  is  on  and  then  off  again. 

The  manufacture  of  bicycles  was  a  gold 
field  in  its  day.  Its  discovery  led  to  a  mad 
rush  of  any  and  all  kinds  of  people.  When 
they  came  to  their  senses  the  business  began 
to  settle  down,  until  now  it  is  about  settled 
to  normal  proportions  and  is  gradually  re- 
covering its  health. 

When  an  oil  boom,  a  gold  craze  or  anything 
else  of  the  sort  excites  the  populace,  and  the 
supply  and  demand  subsides  to  a  reasonable 
level,  we  do  not  hear  of  the  collapse  of  the 
oil  crade  or  the  gold  trade  or  any  other 
trade.  Rather  we  hear  and  read  interesting 
stories  of  "foolish  prospectors,"  "rash  in- 
vestors," etc.,  without  end. 

The  cycling  industry  had  its  full  share  of 
those  classes  of  prospectors  and  investors;  it 
is  now  almost  free  of  them  and  is  reaching 
the  dimensions  of  a  respectable  trade,  free 
from  fever,  fizz  and  fireworks.  The  bicycle 
so  plainly  has  a  place  in  the  social  economy 
of  the  world— its  utility  to  man  is  so  great 
and  so  manifest  that  its  complete  collapse 
is  utterly  impossible. 

In  the  name  of  all  that  is  holy,  in  the 
name  of  all  that  is  decent,  we  beg  The  Com- 
mercials and  papers  genei'ally — we  plead 
with  the  men  who  talk  without  thinking— 
we  urge  the  men  who  write  without  think- 
ing to  view  and  to  talk,  think  and  write 
about  the  bicycle  business  as  it  is,  not  as  it 
was;  to  dissassociate  it  from  "booms"  and 
"crazes,"  to  give  it  the  just  and  thoughtful 
treatment  that  is  its  due. 

The  "bicycle  boom"  was  the  most  unfortu- 
nate visitation  an  industry  ever  experienced. 
We  all  know  it  now.  We  are  getting  over 
it  bravely  and  well. 

Simply  cease  comparing  the  past  with  the 
present;  let  us  all  live  in  the  present,  and 
the  future  is  beyond  doubt  or  doubting. 

That  "comparisons  are  odious"  is  well 
known.    They  were  never  more  odious  than 


THE  BICYCLrNG  WORLD 


in  the  case  of  the  bicycle.  It  has  suffered  babies  on  bicycles  is  wilse  and  well  calcu- 
enough  as  it  is.  In  heaven's  name,  give  us  a  lated  to  prevent  the  disgust  that  such  things 
rest.  caused  on  this  side  of  the  Pacific. 


Chainless  Merits  More  Attention. 

The  few-and-far-betweeness  of  chainless 
bicycles  in  Australia,  to  which  our  Mel- 
bourne correspondent  last  Meek  called  atten- 
tion, recalls  how  that  bicycle  has  been  per- 
mitted to  descend  to  a  sold-when-called-for 
level,  even  in  this  country. 

Thei'e  was  a  time,  and  only  a  little  over 
a  year  ago  at  that,  when  in  point  of  interest 
and  remark  it  was  on  a  par  with  the  coaster 
brake  and  cushion  frame;  of  recent  months, 
however,  the  latter  have  simply  run  away 
from  the  chainless,  so  to  speak. 

Whether  its  relatively  high  price  is  the 
responsible  cause,  as  one  dealer  tells  us  is 
the  case,  or  whether  it  has  become  what 
we  term  a  "stock  bicycle"  is  hard  to  de- 
termine. 

The  fact  remains  that  the  chainless  is  not 
receiving  the  attention  that  is  its  due  or 
being  pushed  either  here  or  abroad  with  the 
energy  that  the  bicycle  deserves. 

It  is  a  magnificent  mount.  We  speak  from 
a  full  three  years'  experience. 


Our  esteemed  contemporary,  The  India 
Rubber  World,  of  whom  we  expected  better, 
is  indulging  in  the  pastime  of  drawing  com- 
parisons between  the  boom  times  of  the  bi- 
cycle and  the  present,  and  showing  the  effect 
on  the  tire  ti'ade.  To  make  matters  worse, 
our  contemporary  has  ^  got  hold  of  some 
juggled  export  statistics  which  lead  it  to 
point  out  that  Japan  was  the  only  country 
in  which  we  improved  our  foreign  business 
during  1901.  Unfortunately,  we  did  nothing 
of  the  sort,  but  we  did  make  substantial 
gains  in  England,  France,  Africa,  China  aud 
several  other  countries.  If  it  were  the  fash- 
ion to  point  out  the  bright  spots  in  the  cycle 
trade,  and  not  the  dark  ones,  this  would 
scarce  escape  notice.  And  if  The  India  Rub- 
ber World  and  other  journals  are  looking  for 
light  rather  than  shadows  they  will  find 
plenty  of  it  in  the  export  statistics  for  Janu- 
aury  published  on  another  page. 


While  some  of  them  appear  mightily  like 
a  blow  at  what  Americans  term  "personal 
libeity,"  the  Japanese  regulations  governing 
the  use  of  bicycles  are  yet  likely  to  serve  the 
best  interests  of  the  bicycle,  and  might  have 
done  so  in  this  country  had  they  been  in 
force.  Tlie  prohibition  of  low  dropped  han- 
dlebars, of  track  riding  in  public,  of  carrying 


To  dealers  who  incline  to  sighs  and  wistful 
thoughts  and  expressions  of  "the  days  that 
were"  we  commend  heartily  the  Minneapolis, 
paper's  interview  with  Frederick  Roach, 
which  is  reproduced  in  another  column.  If 
more  dealers  would  think  and  talk  in  the 
same  strain  they  would  do  themselves  and 
the  business  generally  more  good  in  two 
minutes  than  they  will  in  two  centuries  by 
talking  of  "how  things  used  to  be." 


When  a  bicycle  comes  in  for  overhauling 
at  this  season  of  the  year  it  should  be  re- 
membered there  is  a  difference  between 
overcharging  and  undercharging  that  is  hard 
to  immediately  settle.  Between  losing  a 
customer  from  one  cause  and  a  profit  from 
the  other,  the  prospect  is  not  always  a  happy 
one. 


The  fewness  of  motor  bicycles  at  the  Chi- 
cago automobile  show  simply  is  evidence 
that  the  cycle  trade  has  come  into  its  own. 
The  motor  bicycle  is,  and  always  was,  mere- 
ly a  development  of  the  bicycle,  not  of  the 
automobile. 


When  the  motocycle  gets  fairly  abroad  in 
the  land  we  shall  begin  to  read  of  the  ingen- 
ious backwoods  youth  who  has  made  a  ma- 
chine out  of  an  old  sawhorse  and  the  parts 
of  a  clock,  particularly  the  spring. 


At  last  we  have  a  definition  of  a  jobber, 
and  not  a  bad  one,  either.  He  is  "one  whose 
principal  business  is  wholesaling."  Thank 
the  N.  Y.  S.  A.  O.  J.  O.  B.  S.  for  it! 


It  now  transpires  that  there  was  even  "a 
woman  in  the  case"  of  the  pneumatic  tire. 
Vide  the  testimony  of  Inventor  Dunlop 
printed  in  another  column. 


Great  ideas  do  not  come  from  hermits. 
The  man  who  keeps  to  his  own  circle  the 
knowledge  that  he  makes  bicycles  must  have 
a  poor  idea  of  himself. 


When  renting  bicycles  it  is  a  good  point  to 
remember  that  a  suggestion  that  the  machine 
can  be  sold  at  a  reasonable  figure  will  often 
bring  results. 


"Push  cycles"  is  a  term  that  gives  symp- 
toms of  coming  into  use  to  destinguish  the 
leg  driven  machine  from  the  motor  bicycle. 


i 


Jobbers'   organizations  appear  to  be  con- 
tvgious. 


THE  BICYCLING  WORLD 


60  J. 


ORIENT  BICYCLES 


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No.  4—2/2-n.P.  Motor,  175 
No.  5— 2K=H.  P.  Motor,     200 


LIBERAL   PROPOSITION    TO    EXCLUSIVE    AGENTS    IN    EACH    TOWN. 

Pronounced  by  experts  to  be  the  embodiment  of  mechanical  perfection.     Embraces  improvements  not  found  on  other  makes,  which  is 

result  of  our  large  experience. 

NO   GUARANTEE   IS  STRONGER  THAN  OURS.     ITS  GOOD. 

Nearly  500  of  our  1901  agents  have  paid  us  and  our  product  the  highest  possible  tribute  by  renewing  their  contracts  for  the  season  of  1902. 

The  "  BUFFALO,  SR.,"  our  $800  Automobile,  will  make  its  debut  at  the  Chica§:o  Automobile  Show.    SEE  IT  ! 

BUFFALO  AUTOMOBILE  &  AUTO=BI  CO.,  Buffalo,  N.  Y. 

■»  ♦  ♦  ♦ 


602 


THE  BICYCLING  WORLD 


Jobbers,  Be  Wise! 


Handle  these 
Goods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


THE  ERIE  CRACK- A-  JACK  (OOUBLE  TUBEp 
PATENTED  MAY  28.  1301 

PENNSYLVAMA  RUBBER  CO. 
ERIE.    PA. 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK 

BUFFALO 


CHICAGO  BOSTON 

PHILADELPHIA 


If  the  Bicycle  that  you  make,  sell  or 
ride  lacked  adjustability,  you  would'nt  think 
much  of  it. 

Why  then  should  you  think  more  of  a 
coaster  brake  that  lacks  that  vitar  feature  ? 

We  can  account  for  it  only  on  the 
"  where  ignorance  is  bliss  "  principle. 

But  why  remain  in  ignorance  when 
knowledge  is  so  easily  obtained? 

We  are  at  all  times  ready  and  willing 
and  anxious  to  enlighten  you  and  to  show  you 
a  coaster  brake  that  is  adjustable — 

The  Forsyth. 


FORSYTH  MFQ.  CO.,   Buffalo,  N.  Y. 


Veeder  Cyclometers 


10,000    Miles 
and  Repeat. 


ACTUAL  SIZE. 


STAND  ALONE. 

Competition   has   been  silenced   by  sheer 

...SUPERIORITY... 

Wheelmen  no  longer  ask  for  a  '*  CYCLOMETER. "  . 
They  ask  for  a  *« VEEDER.*' 
Those  two  words  are  synonymous. 

Dealers  can  secure  them  from  any  jobber  of  consequence  in  the 

United  States.     They  are  on  sale  in  every 

civilized  country  in  the  world. 


10,000  Miles  and  Repea 
and  Trip. 


ACTUAL  SIZE. 


Makers  of  CYCLOMETERS, 
ODOriETERS, 
"X^      COUNTERS, 


FINE  CASTINGS. 


THE  VEEDER  MFQ.  CO., 

HARTFORD.  CONN. 


CATALOGUE  FREE 


THE  BICYCLING  WORLD 


603 


ROACH  TALKS  SENSE 


'r' 


Qives  his    Local   Paper  an  Interview  That 
Places  Trade  in  its  True  Light.^^^ 


"In  view  of  tbe  fact  that  some  of  the  news- 
papers and  part  of  the  public  have  the  idea 
that  bicycles  w-ere  a  fad  and  have  been  given 
up  by  a  large  number  of  people,  I  will  en- 
deavor to  give  my  reasons  for  thinking  that 
the  bicycle  is  being  ridden  by  more  people 
every  day,"  Dealer  Frederick  Roach  said  to 
a  local  daily  in  an  interview,  the  like  of 
which  is  worthy  of  reproduction  in  all  parts 
of  the  country. 

"Very  few  people  ever  did,  or  do  now,  un- 
derstand the  bicycle  situation. 

"As  far  back  as  1888  and  1889  there  were 
very  few  ordinary  or  high  bicycles  in  the 
city  or  country.  That  year  the  safety  with 
solid  tires  came  into  use,  but  they  were  used 
by  onlj'  a  few. 

"In  1890  the  cushion  tire  came  into  use, 
but  these  tires  were  not  much  better  than 
the  solid  tires.  It  was  in  1892  that  the  first 
penumatic  tires  were  used  on  bicycles. 

"That  was  just  ten  years  ago  this  spring. 
These  were  satisfactory  from  the  riding 
standpoint,  but  were  very  difficult  to  repair, 
were  high  in  price  and  the  manufacturers 
did  not  understand  how  to  make  them  so 
that  they  could  be  easily  repaired.  The  bicy- 
cles were  heavy,  weighing  about  sixty 
pounds,  and  the  tires  soon  gave  out  under 
the  excessive  weight  of  the  rider  and  wheel. 

"The  improvement  in  construction  of  both 
tires  and  bicycles,  the  starting  of  large  fac- 
tories and  the  making  of  special  machinery 
to  manufacture  them  all  took  millions  of  dol- 
lars to  put  the  bicycle  on  the  market.  This 
experimenting,  establishing  agencies  (that 
were  not  always  profitable),  and  the  educat- 
ing of  people  up  to  the  point  of  seeing  the 
merits  of  the  bicycle  from  a  business,  as  well 
as  a  means  of  enjoying  the  free  country  air, 
cost  the  makers  many  millions  more. 

"When  one  comes  to  think  that  ten  years 
ago  there  were  practically  no  bicycles  on 
the  face  of  the  earth  and  to-day  millions  are 
ridden  daily,  one  has  to  stretch  the  imagina- 
tion a  great  deal  to  think  it  has  been  done 
in  the  short  length  of  only  ten  years. 

"Horses  and  buggies  have  been  on  earth 
for  centuries,  but  to-day  there  are  more  bi- 
cycles and  bicycle  riders  than  there  are 
horses  and  buggies. 

"The  public  seems  to  think  that  the  1902 
prices  will  be  cheaper,  but  if  they  look  at  the 
1902  catalogues  they  will  find  that  the  prices 
are  the  same  as  they  have  been  for  the  past 
five  years,  except  for  the  chainless,  and  the 
prices  on  these  are  no  different  than  last 
year  for  the  best  wheels. 

"If  the  prices  for  wheels  had  been  put  ten 
years  ago  the  same  as  they  are  to-day,  the 
wheels  would  not  have  been  improved  as 
they  have  been,  because  there  would  have 
been  no  money  in  them,  there  would  have 


been  no  inducement  for  the  investment  of 
money,  and,  besides,  there  would  have  been 
such  a  demand  that  it  could  not  have  been 
filled  in  two  or  three  years. 

"Take,  for  instance,  Minneapolis:  There 
were  bought  last  year  30,000  cycle  path  tags; 
this  means  that  there  were  30,000  actual  rid- 
ers that  ride  their  wheels  to  work.  Now, 
taking  a  low  estimate  of  5,000  belonging  to 
children  and  people  who  do  not  ride  on  cycle 
paths,  we  have  35,000  bicycles  as  a  low  esti- 
mate in  Minneapolis. 

"Does  this  look  as  if  the  bicycle  had  lost 
its  popularity? 

"This  does  not  take  into  consideration  the 
thousands  of  wheels  that  were  sold  to  these 
same  riders  before  last  year  and  have  been 
traded  in  to  the  city  dealers  and  resold  to 
the  people  outside  of  Minneapolis. 

"When  the  wheels  were  heavy  and  crude 
and  prices  w"ere  high,  only  a  limited  number 
could  have  wheels,  but  these  few  bought  new 
ones  each  year. 

"That  left  the  second  hand  wheel  that 
could  be  bought  much  cheaper.  Now  that 
the  wheels  are  up-to-date,  lighter  and  all 
around  satisfactory,  there  is  a  tendency  to 
keep  the  old  wheel  until  it  was  worn  out. 

"The  demand  was  filled  to  a  certain  ex- 
tent two  or  three  years  ago,  but  now  those 
wheels  are  getting  worn  out  and  will  be  re- 
placed by  new  ones  from  year  to  year.  This 
will  give  the  legitimate  bicycle  dealer  who 
has  taken  care  of  his  trade  and  is  still  in 
the  business  a  chance  to  reap  the  benefits 
for  his  years  of  hard  work  to  bring  the  bicy- 
cle business  up  to  a  paying  basis. 

"Just  because  there  have  been  a  large 
number  of  bicycle  houses  forced  off  the  earth 
is  no  indication  that  those  that  remain  are 
not  doing  more  business  than  ever. 

"If  a  shoe  store  on  Nicollet  avenue  happens 
to  close,  does  the  public  say  that  shoes  are 
not  being  worn  any  more? 

"Of  course  they  wouldn't.  The  reason 
why  they  shut  up  is  because  they  have  no 
legitimate  reason  for  ever  opening  up.  Could 
not  sell  their  goods,  or,  perhaps,  like  the  deal- 
ers in  bicycles  that  have  quit,  their  goods 
would  not  stand  the  test  of  time  and  usage. 

"When  bicycles  sold  for  $150  it  was  not 
all  profit  to  the  manufacturer  or  the  dealer, 
but  there  are  people  even  to-day  who  think 
there  is  still  lots  of  money  in  bicycles  at  $35. 

"Bicycles  are  not  a  fad,  but  are  for  the 
convenience  of  people  and  they  will  always 
be  used  as  they  are  to-day.  Anything  that 
is  practical  will  always  find  a  place  in  this 
busy  world." 


DETROIT  HOLDS  SHOW 


Cycles  Did'nt  Figure  in    Title  but  it  was 
Mightily  Like  a  Cycle  Show. 


The  Colonel  and  the  Prince. 

Colonel  Albi^rt  A.  Pope,  as  the  man  who 
developed  the  bicycle  industry,  was  one  of 
one  hundred  "captains  of  industry"  who 
last  week  dined  with  Prince  Henry  of  Ger- 
many. According  to  a  Boston  paper,  when 
the  Colonel  was  presented  to  the  Prince  the 
latter  remarked: 

"Glad  to  meet  you,  Mr.  Pope.  I've  heard 
of  you  often  and  have  seen  many  of  your 
Columbia  bicycles  in  Germany." 


Detroit,  Mich.,  Feb.  28.— When  he  who  is 
referred  to  in  print  as  W.  E.  Metzger,  but 
who  is  called  practically  by  every  one 
"Billy"  Metzger,  projected  what  he  styled 
the  "Tri-State  Automobile  and  Sportsman's 
Show,"  he  rather  slighted  his  old  love,  the  bi- 
cycle, and,  as  the  event  itself  proved,  the  bi- 
cycle did  not  deserve  the  slight. 

The  show  itself  has  been  in  progress  here 
for  three  days,  and  is  doubtless  the  nearest 
approach  to  a  cycle  show  that  the  country 
will  know  this  season.  The  showing  of 
wheels  was  not  dwarfed  by  those  of  automo- 
biles and  sportsmen's  goods.  Indeed,  the 
two  wheelers  overshadowed  the  last  named 
and  fairly  divided  honors  with  the  motor  ve- 
hicles. 

The  bicycles,  represented  mostly  by  their 
local  dealers,  were  a  pretty  representative 
lot.  Most  of  the  well  known  names  found 
places  on  the  stand  signs,  and  the  machines 
themselves  bore  convincing  testimony  to  the 
fact  that  Detroit  is  a  high  grade  town.  There 
were  very  few  of  the  cheap  variety,  and  an 
even  smaller  number  of  the  nasty.  There 
was  scarcely  a  stand  that  did  not  have  a  $50 
machine,  while  $80  ones  were  almost  as  nu- 
merous. The  latter  were,  of  course,  of  the 
chainless,  cushion-frame,  coaster-brake  type. 

Tlie  building,  the  Light  Guard  Armory,  is 
of  moderate  size,  and  every  space  on  the 
floor  was  taken.  The  bleakness  and  barren- 
ness of  such  an  edifice  was  toned  down,  al- 
most destroyed  in  fact,  by  effective,  although 
simple,  decorations.  These  consisted  solely 
of  flags,  the  Stars  and  Stripes  being  inter- 
spersed with  a  fair  sprinkling  of  British 
flags. 

Remarkably  good  taste  was  shown  by  the 
exhibitors.  There  was  nothing  elaborate, 
nothing  showy.  But  a  quiet  good  taste  per- 
vaded the  entire  building,  there  being  few, 
if  any,  exceptions  to  this  rule.  The  general 
effect  was  added  to  greatly  by  the  sports- 
man's trophies,  which  were  liberally 
sprinkled  on  the  walls.  Moose  and  deer 
heads,  skins  of  small  and  a  few  large  ani- 
mals, fish  and  fowl,  nearly  all  marked  with 
the  name  of  the  doughty  destroyer,  com- 
prised the  collection.  i 

A  round  of  the  exhibits  revealed  nothing 
of  a  startling  nature.  Radical  innovations 
are  scarcely  looked  for,  however,  so  there 
could  scarcely  be  disappointment  on  this 
pcore. 

Of  motor  bicycles  there  were  just  two— an 
Orient  and  a  Holly— the  latter  getting  in  only 
Friday  afternoon.  The  latter,  as  far  as 
could  bo  seen  in  the  crate  which  still  en- 
cased it,  has  been  materially  improved  in 
appearance.  The  tread  is  very  much  nar- 
rower, and  the  entire  machine  has  been 
made  smarter. 
But  two  changes  have  been  made  in  the 


604 


THE  BICYCLING  WORLD 


Orient,  and  these  of  minor  importance.  The 
construction  of  the  float  feed  carburetter  is 
such  that  the  supply  of  gasolene  is  constant, 
while  a  lever  permits  the  amount  of  air  ad- 
mitted to  the  explosion  chamber  to  be  varied. 
The  compression  cock  has  been  done  away 
with,  and  a  lever  fitted,  which  lifts  the  ex- 
haust valve  when  desired  to  ease  the  com- 
pression. 

The  new  Pierce  spring  fork  attracted  con- 
siderable attention,  as  did  the  Regas  spring 
frame.  But  for  the  hinged  joint  at  the  ci'ank 
hanger  this  could  not  be  told  from  a  rigid 
frame.  There  is  ample  spring  and  no  ap- 
parent lack  of  lateral  rigidity. 

The  Stearns  Bicycle  Agency  equip  most  of 
their  Steams  models  with  front  forks  of 
novel  shape.  The  outside  half  of  each  blade 
resembled  a  half  diamond,  the  apex,  of 
course,  being  outside.  A  Stearns  racer,  minus 
handle  bar  and  pedals,  Is  hung  from  a  scale, 
and  weighs  just  eighteen  pounds. 

There  are  many  cushion  frames,  and  most 
of  the  chainlesses  have  coaster  brakes.  On 
the  National  and  Yale  the  combination  is 
Sager  gear  and  Cinch  coaster  brake;  on  the 
Pierce  it  is  bevel  gear  and  ISfew  Departure. 
In  all  three  cases  demonstrations  have  been 
provided  for  by  rigging  up  part  of  a  cycle 
with  chain,  pedals,  etc.,  which  can  be  spun 
and  stopped  by  the  investigator.  The  same 
device  is  seen  at  the  Barwest  stand. 

There  is  a  nineteen  pound  Hudson,  and  a 
showing  of  Eagles  with  mechanical  joints; 
Columbias,  Clevelands,  Crescents,  Tribunes 
and  other  A.  B.  C.  machines  are  scattered 
arovmd  the  building  with  the  local  repre- 
sentatives. 

The  tire  people  are  present  in  force.  Ttie 
Hartford  Rubber  Works,  Fisk,  Diamond, 
Goodyear,  International  and  Goodrich,  all 
have  creditable  exhibits. 

The  Solar  and  Twentieth  Century  people 
vie  with  each  other  in  attractive  exhibits 
of  bicycle  and  vehicle  lamps.  The  Hine- 
Watt  Co.'s  Columbia  lamp  likewise  so  shines 
that  all  may  see. 

Despite  the  rain  the  attendance  has  been 
large  and  the  show  successful. 

Among  the  cycle  trade  people  in  attend- 
ance were  the  following:  Ezra  Kirk,  of  Kirk 
Mfg.  Co.,  Toledo;  D.  J.  Post,  of  Veeder  Mfg. 
Co.,  Hartford,  Conn.;  C.  E.  Monroe,  of  Prank 
Mossberg  Co.,  Attleboro,  Mass.;  Henry  Dunn, 
of  Fisk  Rubber  Co.,  Chicopee  Falls.  Mass.; 
George  Collister,  Cleveland;  W.  E.  Castle,  of 
Twentieth  Century  Mfg.  Co.,  New  York;  C. 
E.  Weaver,  of  Kelly  Handle  Bar  Co.,  Cleve- 
land; J.  C.  Gilson,  of  Hartford  Rubber 
Works;  W.  M.  Perrett,  of  Diamond  Rubber 
Co.,  Akron;  J.  Hoagland,  of  John  H.  Gra- 
ham &  Co..  New  York;  H.  C.  Wilcox,  of 
American  Wood  Rim  Co.,  Bradford,  Pa.; 
F  C.  Finkenstaedt,  of  National  Cycle  Mfg. 
Co  Bay  City,  Mich.;  C.  F.  U.  Kelly,  of  Penn- 
sylvania Rubber  Co.,  Erie;  R.  H.  Welles  and 
L.  J.  Keck,  of  Badger  Brass  Mfg.  Co.,  Ken- 
osha Wis.;  S.  A.  Campbell,  of  Barwest 
Coaster  Brake  Co.,  New  York;  Ben  Smith 
and  H.  B.  Shattuck,  Boston;  Frank  Riggs, 
of  Riggs-Spencer  Co.,  Rochester;  E.  P.  Hub- 
bell  F  E.  Southard  and  "Pat"  Hussey,  of 
Toledo;  W.  B.  Post,  of  Billings  &  Spencer 
Co.,  Hartford,  and  Bean,  of  the  Bean-Cham- 
beiiiu  Co.,  Hudson,  Mich. 


To  Drive  Direct  From  Motor. 

The  possibilities  of  a  friction  clutch  drive 
for  chain  transmission  from  the  motor  to  the 
rear  wheel  have  been  briefly  alluded  to  in 
The  Bicycling  World,  and  the  section  draw- 
ing here  shown  gives  the  details  of  one 
method. 

On  the  left  end  of  the  hub  barrel  the  spoke 
flange  is  made  about  five  inches  in  diameter 
and  fixed  to  it  is  an  external  friction  cone, 
Al.  Screwed  into  an  extension  of  the  hub 
shell  is  a  hardened  collaar,  B,  with  an  oil 
groove.  Slipped  over  this  collar  is  a  ring 
having  a  plate  disk,  C,  carrying  four  helical 
springs,  K.  This  ring  is  free  to  revolve  on 
B  when  tlie  clutch  is  at  rest. 

The  motor  chain  wheel,  H,  is  fixed  to  an 
internal  friction  cone,  D,  made  of  gunmetal, 
which  slides  on  three  featherways  on  the 
ring  of  C.  The  hub  bearing  cone,  E,  is  elon- 
gated, and  travelling  on  it  by  threaded  con- 


nection is  a  grooved  pulley,  F,  actuated  by 
two  wires  running  to  the  handlebar.  The 
helical  springs,  K,  force  the  chain  wheel 
cone,  D,  into  contact  engagement  with  the 
hub  cone,  Al,  when  the  clutch  is  driving. 

When  one  wire  is  pulled,  F  is  rotated  on 
the  bearing  cone,  E,  so  as  to  force  the  inner 
clutch  member,  D,  against  the  springs,  K, 
and  so  release  the  driver  by  disconnecting  the 
inner  and  outer  clutch  members.  When  the 
other  wire  is  pulled  the  pulley  travels  in  an 
outer  direction,  so  that  the  springs  can  foice 
the  clutch  into  frictional  engagement,  thus 
connecting  the  motor  and  the  rear  wheel. 

It  will  be  noted  that  the  plate  disk,  C,  has 
a  ball  thrust  against  the  spoke  flange  of  the 
hub.  Also,  that  the  pulley  has  a  similar 
thrust  against  the  cone,  D,  but  is  in  no  way 
direct  connected  to  same.  From  this  latter 
construction  it  can  be  seen  that,  no  matter 
how  suddenly  the  engaging  wire  may  be 
operated,  the  friction  cones  cannot  be 
brought  together  with  greater  force  than  the 
tension  of  the  springs  will  give. 

This  mechanism,  properly  designed  in  its 
relation  of  parts,  ought  to  give  many  advan- 
tages in  motor  bicycle  manipulation.  In  the 
first  place,  the  drive  from  the  motor  could  be 
cut  out  when  the  bicycle  is  started  with  the 
pedals.  This  would  make  less  work  for  the 
rider,  as  the  motor  would  only  be  cut  in  for 
its  impulse  strokes  after  headway  had  been 
obtained.    With  this  headway  but  little  ex- 


ertion would  be  required,  as  the  momentum 
of  the  bicycle  would  carry  the  motor  over 
enough  times  to  start  it  in  its  work.  For 
temporary  slowing  down,  or  for  riding 
through  traffic  or  past  crowded  ci'oss"— "'s, 
it  also  gives  the  advantage  that  tne  motor 
can  be  cut  out  of  work  without  stopping  it. 
For  city  riding  this  is  a  decided  advantage, 
as  it  is  not  a  pleasure  to  frequently  start 
up  the  motor  by  pulling  it  over  with  the 
pedals.  Another  advantage  is  that  there  is 
always  a  little  slip  possible  to  compensate 
for  any  jerkiness  in  the  motor,  thus  over- 
coming one  of  the  greatest  objections  to  the 
use  of  a  chain  that  the  belt  advocates  now 
set  up. 

as  it  is  a  decided  advantage,  as  it  is  not  a 
pleasure  to  frequently  start  up  the  motor  by 
pulling  it  over  with  the  pedals.  Another  ad- 
vantage is,  that  there  is  always  a  little  slip 
possible  to  compensate  for  any  jerkiness  in 
the  motor,  thus  overcoming  one  of  the  great- 
est objections  to  the  use  of  a  chain  that  the 
belt  advocates  now  set  up. 


II 


Cliili  Buying  Freely. 

Writing  of  trade  conditions  in  Chili,  Con- 
sul Mansfield  states  that  a  number  of  repre- 
sentatives of  American  firms  have  recently 
arrived  in  Valparaiso  to  solicit  business,  and 
in  nearly  every  instance  they  have  secured 
liberal  orders. 

"Every  mail  from  the  United  States,"  he 
adds,  "brings  to  this  consulate  a  large  num- 
ber of  letters  and  catalogues  from  manu- 
facturers and  exporters.  The  catalogues  are 
placed  in  the  hands  of  local  merchants  and 
importers  and  the  business  letters  answered, 
giving  the  names  of  dealers  who  handle  the 
line  of  goods  represented.  This  plan  keeps 
local  merchants  informed  of  the  class,  va- 
riety and  quality  of  goods  offered  by  manu- 
facturers and  exporters  in  the  United  States. 
Many  Valparefiso  merchants  also  apply  to  the 
consulate  for  information  concerning  Ameri- 
can goods. 

"In  this  connection,  I  wish  to  say  that 
many  American  firms  that  go  to  the  trouble 
and  expense  of  writing  to  United  States  con- 
suls and  to  merchants  in  foreign  countries 
do  not  attach  sufficient  importance  to  their 
letters.  In  some  instances  these  communica- 
tions are  mimeograph  copies,  or  are  circular 
letters  printed  upon  a  poor  quality  of  paper; 
in  others  the  signature  of  the  writer  is  at- 
tached with  a  rubber  stamp.  As  a  rule,  lit- 
tle attention  is  paid  to  such  letters,  the  ma- 
jority of  which  are  promptly  thrown  into  the 
waste  paper  basket.  Business  letters  ad- 
dressed to  merchants  in  foreign  countries 
should  be  neatly  and  carefully  prepared, 
and  a  good  quality  of  stationery  should  be 
used.  The  signature  should  be  written  with 
a  pen.  It  gives  the  prospective  buyer  a  bet- 
ter impression  of  the  house  sending  out  the 
letters,  and  these  will  not  only  be  read,  but 
generally  filed  away  for  reference." 


"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them."  $1.  The 
Goodman  Co.,  Box  &49,  New  York.  ♦** 


THE  BICYCLING  WORLD 


^05 


CONTROLING  MOTOCYCLES 


How  to  Reduce  the  Number  of  Levers  aad 
Give  Proper  Order  of  Regulation. 


One  of  the  points  in  motor  bicycle  regula- 
tion that  will  receive  more  attention  in  the 
near  future  is  the  combining  of  some  of  the 
various  operations  and  controlling  them  from 
one  of  the  grips.  This  is  now  being  worked 
out  by  one  motor  bicycle  designer  and,  while 
permission  is  not  given  to  go  into  the  details, 
the  general  idea  is  as  follows : 

The  switch  for  the  spark,  the  throttle  for 
the  gas  and  the  advance  of  the  spark  are  all 
manipulated  by  one  connection  in  the  grip. 
It  will  be  appreciated  by  those  who  have 
had  any  experience  in  the  matters  under  con- 
sideration that  this  involves  some  particu- 
larly clever  arrangements  in  order  that  the 
parts  may  not  be  cumbersome  and  yet  at 
the  same  time  be  sufficient  for  the  work 
they  are  to  do  and  have  long  wearing  life. 

The  parts  are  so  grouped  that  the  first 
moment  of  movement  at  the  grip  throws  in 
the  primary  circuit.  A  slight  further  move- 
ment of  the  grip  gradually  opens  the  gas 
throttle,  and  the  completion  of  the  twist  of 
the  grip  advances  the  spark  by  any  desired 
gi'aduation. 

The  pui-pose  of  the  designer  iu  working 
out  the  combination  is  based  on  the  desire  to 
save  the  engine,  the  battery  and  the  gaso- 
lene when  riding  downhill  or  imder  other  cer- 
tain conditions  of  slow  riding,  and  to  add 
efficiency  to  the  motor  in  hill  climbing.  It 
will  be  noted  that  both  the  current  and  the 
gas  can  be  cut  out  when  desired,  and  that 
slew  running  can  be  done  on  low  compres- 
sion to  save  heating  the  motor. 

When  the  primary  circuit  is  established  the 
gas  throttle  is  only  opened  enough  to  give  a 
small  charge,  just  sufficient  to  run  the  bi- 
cycle imder  normal  road  conditions.  To  in- 
crease the  speed  up  to  a  certain  point  gas 
only  is  used,  the  advance  of  the  spark  not 
beginning  until  the  full  charge  of  gas  is 
being  admitted.  To  get  full  speed  the  spark 
is  next  advanced,  the  gas  supply  always  be- 
ing a  fixed  Quantity  at  any  point  of  sparking. 

The  point  made  for  this  method  of  regula- 
tion is  that  while  gasolene  consumption  can 
be  cut  down,  for  slow  running,  by  setting 
the  spark  high  and  admitting  a  throttled 
amount  of  gas,  this  saving  is  more  than  off- 
est  by  the  heating  conditions  that  come  from 
high  compression  at  the  moment  of  sparking. 
By  reversing  the  conditions  the  motor  runs 
better  because  it  stays  cooler,  and  at  the 
same  time  has  longer  life  because  it  runs  at 
a  slower  speed. 

Another  effect  will  be  found  in  hill  climb- 
ing where  the  grade  is  too  steep  or  too  long 
to  be  rushed  at  top  speed.  Those  who  have 
had  experience  in  this  kind  of  riding  know 
that  best  hill  climbing  results  are  usually 
obtained  by  running  the  motor  at  low  speed 
with  a  full  charge  of  gas.  By  the  combina- 
tion here  outlined  the  spark  can  be  set  back 
but  the  gas  kept  full  on. 


How  Kellog  Hissed  Millions! 

According  to  a  newspaper  dispatch  from 
Findlay,  Ohio,  the  man  who  made  the  first 
pair  of  rubber  tires  and  who  allowed  another 
man  to  make  a  million  out  of  his  invention, 
has  been  visiting  that  city.  The  man's  name 
is  given  as  J.  G.  Kellogg. 

According  to  the  story,  Kellogg  in  1863 
was  in  the  marble  business  in  New  York 
City  when  one  day  A.  T.  Stewart,  the  dry 
goods  prince  and  president  of  the  Bank  of 
America,  came  in  and  wanted  something 
done  to  save  the  floors  of  the  bank,  which 
were  being  ruined  by  the  heavy  shipment  of 
specie  being  trucked  over  them,  the  iron 
wheels  of  the  trucks  grinding  into  the  marble 
slabs.  No  remedy  seemed  possible,  until  at 
last  Mr.  Kellogg  suggested  that  bands  of 
heavy  rubber  be  vulcanized  around  the 
wheels,  making  tires.  This  was  done  with 
eminent  satisfaction.    The  mechanic  who  did 


Morgan  xWrightTires 
are  good  tires 


SEE  THAT  Morgan  S  Wright 

IS  BRAND€D  ON  EVERY  TIBE  AND  TUBE 
NO  OTHER  IS  GENUINE. 


Morgan  &Wr!ght 


MINNEAPOLIS  ALERT 


Tradesmen  Meet,  Talk,  Revise  Repair  Tariff 
and  Then  Play  "  Cinch.  " 


New  Yobk  Bbanoh  i    214-216  Wist  4rTM  Strut. 

the  job  was  sharp  enough  to  have  it  patented, 
and  died  a  few  years  ago  worth  a  million. 
The  old  rubber  tired  truck  is  still  in  use  in 
the  New  York  bank. 


These  Were  Awarded  the  Palm. 

In  the  Crystal  Palace  show  motor  bicycles 
were  shown  on  twenty-seven  stands,  the 
number  of  machines  on  view  being  some- 
thing over  one  hundred. 

After  inspection  of  the  various  bicycles,  the 
jury  made  awards  as  follows: 

To  King  &  Co.,  Cambridge,  for  the  best 
motor  bicy(ile  of  English  make  with  foreign 
motor;  To  the  Fabrique  National,  of  Bel- 
gium, for  the  best  foreign  made  motor  bi- 
cycle; to  the  Quadrant  Cycle  Co.,  for  the  best 
distinct  improvement  (Lloyd's  patent  combi- 
nation lever).  The  prize  for  the  best  English 
made  motor  bicycle  throughout  was  awarded 
to  the  British  chain  driven  Humber. 


In  England  and  Ireland  cyclists  go  in  to 
quite  an  extent  for  camping  out  in  any 
number  from  one  up  to  regular  club  affairs. 
It  is  stated  that  one  enthusiastic  Irishman 
spent  no  less  than  four  months  under  canvas 
last  year. 


Minneapolis,  Minn.,  Feb.  22.— The  Minne- 
apolis Cycle  Trade  Association  held  its  regu- 
lar meeting  on  Tuesday  evening,  and  the 
discussion  and  after  talk  make  plain  that 
the  outlook  for  the  coming  season  is  very 
bright  for  the  cycle  man,  and  indications  are 
that  more  wheels  will  be  in  use  than  here- 
tofore. The  rider  of  a  bicycle  this  cbming 
season  will  find  more  real  pleasure  than  in 
the  past,  too,  as  there  will  be  many  new 
paths  built,  and  those  now  constructed  will 
be  kept  in  better  shape  than  in  the  past. 

The  association  itself  is  becoming  stronger, 
several  applications  being  acted  upon.  The 
jobbers  and  the  association  are  working 
hand  in  hand,  and  are  shaping  affairs  to 
strengthen  each  other  for  mutual  protection. 

The  new  price  list  for  1902  is  being  issued 
to  the  members.  The  prices  for  repairs  are 
about  the  same  as  last  year  with  but  few  ex- 
ceptions. The  price  for  putting  in  coaster 
brakes  has  been  reduced,  bringing  them 
within  the  reach  of  all. 

Tbe  matter  of  dropping  articles,  such  as 
wood,  coal  and  rubbish,  on  the  streets  from 
carts  was  one  of  the  subjects  discussed.  The 
association  will  endeavor  to  bring  the  mat- 
ter before  the  proper  authorities  and  see 
that  in  the  future  the  nuisance  is  attended 
to  in  the  proper  manner.  No  definite  action 
was  taken  at  the  meeting,  but  the  matter 
will  be  taken  up  in  the  future. 

A  local  fuel  dealer,  who  is  also  a  member 
of  the  association,  made  the  remark  that  the 
cause  of  the  littering  of  the  wood  and  coal 
on  the  streets  was  the  wood  dealers'  en- 
deavor to  give  people  good  measure,  the 
carts  being  loaded  to  the  overflowing  point. 
He  will  no  doubt  be  appreciated  by  the  gen- 
eral consumer,  but  the  cyclists  who  are 
continually  being  jarred  by  his  kind  endeav- 
ors will  hardly  appreciate  his  benevolence. 

The  meeting  wound  up  with  a  cinch  party, 
in  which  all  had  a  good  time. 


Sherman  on  Motocycle  Situation. 

George  W.  Sherman,  who  is  looking  after 
the  interests  of  the  Hendee  Manufacturing 
Co.'s  Indian  motor  bicycle,  was  in  New  York 
last  week,  after  having  spent  some  little 
time  in  New  England. 

He  reports  that  indications  are  unusually 
promising  and  talks  of  disposing  of  1,000 
motor  bicycles  at  $200  each  as  if  it  were  a 
mere  nothing.  The  interest  in  and  around 
Boston  he  described  as  "fierce"  and  of  the 
substantial  sort.  Fred  E.  Randall,  the  In- 
dian agent  in  Boston,  has  already  booked 
some  thirty-seven  orders  for  April  delivery. 

Sherman  also  states  that  the  motor  bicycle 
has  brought  so  many  new  agents  to  Hendee 
that  it  is  likely  to  prove  something  of  a  task 
to  meet  the  demand  for  the  Indian  push 
cycles. 


606 


THE  BICYCLING  WORLD 


RACING 


The  motor  bicycle  is  about  to  make  its  ap- 
pearance on  the  "cycle  whirl."  Stone  and 
Judge,  who  are  among  the  riders  that  go  the 
dizzy  pace  on  the  miniature  track,  have  each 
purchased  an  Auto-Bi  to  add  to  the  interest 
of  the  performance. 


"Bill"  Martin  evidently  means  to  locate 
permanently  in  Australia.  Australian  papers 
just  to  hand  report  his  purchase  of  a  large 
hotel  in  one  of  the  suburbs  of  Melbourne. 
He  previously  had  an  interest  in  a  small 
liostlery  in  the  city  itself. 


Reports  to  the  contrary  notwithstanding, 
Eddie  Bald  will  make  an  effort  to  "get  into 
the  game."  He  is  "boiling  out"  at  Hot 
Springs,  and  will  train  at  Louisville.  Floyd 
McFarland  is  with  him,  and  has  apparently 
assumed  the  role  of  "angel"  or  manager,  it 
is  hard  to  tell  which.  Arthur  Gardiner,  the 
one  time  Chicago  crack,  also  has  symptoms 
of  a  return  of  'track  fever,"  and  may  reap- 
pear; ditto  Earl  Kiser. 


Rochester  has  just  gone  through  the 
thi-oes  of  a  six  day  bicycle  race.  On  the 
eighteen  lap  track  in  Fitzhugh  Hall  thirteen 
riders   began   the  six   day  go-as-you-please. 


elght-hour-a-day  grind  for  40  per  cent  of  the 
net  gate  receipts,  to  be  divided  among  the 
first  eig'ht  to  finish.  From  all  accounts,  it 
does  not  appear  that  the  first  eight  will  be 
overburdened  with  the  filthy.  Krebs,  of 
Brooklyn,  and  Butler,  of  Boston,  were  the 
only  entries  of  more  than  local  notoriety. 
Krebs  won  with  775  miles  to  his  credit, 
Shaw  second  with  772  miles  5  laps,  and 
Sprague  third,  with  771  miles  and  6  laps. 


The  seven  teams  riding  in  the  two  hours 
a  day  six  day  race  at  the  Coliseum  track, 
Atlanta,  rode  45  miles  and  4  laps  on  Febru- 
ary 25.  On  February  26  they  were  still  tied 
at  44  miles  1  lap.  Rutz  and  Leander  made 
desperate  attempts  to  gain  a  lap,  but  were 
held  by  Fenn  and  Caldwell.  Rutz  was  fined 
for  fouling  Hadfield. 

Owing  to  bad  weather  on  February  27  the 
management  decided  to  postpone  the  racing 
until  the  following  night,  and  also  decided 
to  have  the  finish  on  Monday  night  instead 
of  on  Saturday.  There  was  some  savage 
spriutiug  on  the  night  of  February  28,  Le- 
ander and  Rutz  gained  two  laps.  Lake  and 
Turville  gained  two,  while  Fenn  and  Cald- 
well lost  one  lap.  The  finish  was  very  ex- 
citing. Leander,  Fenn  and  Hadfield  were 
the  leaders  in  the  last  mile.  The  two  rode 
neck  and  neck  until  the  last  lap,  when  Le- 
ander forged  ahead  and  finished  half  a  wheel 
to  the  good.     The  distance  ridden  was  48 


miles  and  3  laps.    The  standing  of  the  teams 
for  the  four  days'  riding  is  as  follows: 

Teams.                                   Miles  Laps. 

Leander  and  Rutz 182  1 

Lake  and  Turville 182  1 

Fenn  and  Caldwell 182  0 

Hadfield  and  Galvin 181  9 

Lawson  and  Barclay 181  9 

Bennett  and  Hunter 181  9 

Field  and  Walthour 181  9 

Three  of  the  teams,  Field  and  Walthour, 
Bennett  and  Hunter,  and  Lawson  and  Bar- 
clay, made  up  one  of  the  laps  they  had  lost 
earlier  in  the  week.  The  night's  riding  was 
a  succession  of  jumps  and  sprints,  which 
kept  the  riders  who  were  holding  down  the 
rear  end  guessing.  The  riders  covered  on 
March  1  46  miles  and  8  laps.  The  score 
stands  as  follows: 

Teams.  Miles    Laps. 

Leander  and  Rutz 228  9 

Lake  and  Trnwille 228  9 

Fenn  and  Caldwell 228  8 

Hadfield  and  Galvin 228  8 

Lawson  and  Barclay 228  8 

Bennett  and  Hunter. 228  8 

Field  and  Walthour 228  8 

In  the  wind-up  on  Monday  Rutz  and  Lean- 
der won  by  two  lengths  from  Lake  and  Tur- 
ville, who  were  a  lap  ahead  of  the  other 
teams.  The  score  of  the  two  teams  for  the 
twelve  hours  was  276  miles  9  laps.  Hadfield 
and  Galvin,  Walthour  and  Field,  Fenn  and 
Caldwell,  Lawson  and  Barclay,  and  Bennett 
and  Hunter,  finished  for  place  prizes.  The 
distance  covered  on  the  last  night  was  48 
miles. 


Nothing  Freakish  in  the  Design 


OF  THE 


Mitchell 
Motor 
Bicycle. 

THE  PROOF  OF  THE  PUDDING,  Etc. 

The  Mitchell  Motor  Bicycle  takes  the  traveling  man  where  he  wants  to  go  at  small  expense 
Mr.  Hofmeister  purchased  his  machine  last  October. 

Milwaukee,  Wis.,  Feb.  24,  1902. 
WISCONSIN  WHEEL  WORKS,  Racine  Junction,  Wis. 

Gentlemen  : — Have  been  riding  your  Mitchell  Motor  Cycle  from  one  end  of  the  state  to  the 
other  and  cheerfully  admit  that  there  is  no  conveyance  of  any  kind  that  comes  anywhere  near 
your  Motor  Cycle. 

The  speed  rests  entirely  with  the  rider.  If  you  enjoy  it  you  can  reduce  the  speed  so  you  al- 
most crawl  along  ;  while,  if  the  road  is  smootli  and  your  sporting  blood  is  up,  you  can  race  with 
passenger  trains  and  they  must  be  good  ones  if  they  can  shake  you. 

For  commercial  travelers  that  are  not  overloaded  witli  samples  tliey  are  the  ideal  thing.  Be- 
cause you  do  not  have  to  wait  for  trains,  one  can  make  more  towns  and  consequently  earn  more 
money.  Last,  not  least,  save  all  livery  expense,  and  railroad  fares.  Yes,  the  Motor  Cycle  is  the 
best  conveyance  out  and  a  beauty.  Recommend  it  to  anybody  that  hkes  to  cover  big  territory  at 
a  better  speed  than  can  be  obtained  bv  horse.  My  average  expense  for  fuel  was  only  about  12 
,,  ,     ,  p    ,    PARTFR  cents  a  day.  Yours    truly,  LEO.  HOFMEISTER, 

Yours  very  truly,  F.I.  LAKIEK.  No.  326  14th  Street.  Representing  Milwaukee  Oil  Specialty  Co. 

LIVE    BICYCLE    AGENTS    ARE    RAPIDLY    COMING    UNDER    COVER    OF   THE    MITCHELL    CONTRACT. 

See  'ianiDles  at  follon  inz  General  Affencies :— HENRY  VAN  ARSDALE,  No  20  Broad  Street,  New  York  City;  GEO.  S.  ATWATER,  No.  8  Merrimac  Street,  Boston;  WHIPPI  E 
See  ^«™P^f»L"^  *°J5°fp'^fj^'^T^™6o  ^^^^^^^  Boulevard,  Chicago;  MITCHELL,  LEWIS  &  STAYER  CO.,  Portland,  Oke.  ;  SMITH  &  ZIMMER,  Minneapolis,  M.kn. 

Manufactured  by  WISCONSIN  WHEEL  WORKS,  Box  W,  Racine,  Wisconsin. 


Mr.  F.  I.  Carter,  our  energetic  Salt  Lake  City  agent,  thought  at  one  time  that  all  motor  cycles 

were  alike,  and  it  was  only  by  working  our  stenographer  overtime  we  were 

able  to  induce  him  to  try  a  Mitchell. 

Salt  Lake  City,  Utah,  Feb.  22,  igo2 
WISCONSIN  WHEEL  WORK.S,    Racine  Junction,  Wis. 

Gentlemen  :— Every  day  during  tlie  past  week  we  have  used  our  new  Mitchell  Motor  Cycle 
on  the  streets  of  Salt  lake  with  splendid  success.  The  machine  is  meeting  our  every  requirement 
it  is  reliable,  speedy,  of  easy  control  and  handles  all  our  grades  without  an  effort. 

As  a  means  of  advertising  the  Mitchell  line  and  my  own  business  it  has  a  value  greater  than 
its  hsted  price  and,  as  a  matter  of  fact,  it  is  tlie  best  medium  we  have  ever  used. 

Other  Motor  Cycles  have  come  and  gone  but  the  Mitchell  is  here  to  stay  and  we  treated  our 
citizens  to  a  senuine  surprise  when  we  brouglit  out  the  Mitchell  and  it  proved  itself  a  goer.  We 
would  not  do" without  the  machine,  for  several  times  its  price,  if  we  could  not  get  another. 

F.  I.  CARTER. 


■i*«?W*^ 


THE  BICYCLING  WORLD 


607 


DUNLOP  ON  MOTORS 


Inventor  of  Pneumatic  Tire  Lectures  on  the 
Subject  end  Hints  at  Discoveries. 


In  a  recent  lecture  by  J.  B.  Dunlop,  the 
well  known  inventor  of  the  pneumatic  tire,  at 
Glasgow,  the  small  motor  and  its  connection 
with  the  hicycle  came  in  for  notable  atten- 
tion, a  number  of  good  points  being  brought 
out,  particularly  on  the  subject  of  proper 
mixture.  In  the  matter  of  contact  at  the 
spark  controller  a  statement  was  made  that 
is  coming  to  be  pretty  generally  recognized 
by  makers. 

Regarding  this  matter  of  contact  the  lec- 
turer stated  that  for  igniting  the  compressed 
gas  in  the  cylinder  a  single  spark  is  found 
to  be  as  effective  as  a  stream  of  sparks,  and 
1-600  of  a  second  is  ample  time  for  the  cur- 
rent to  flow  before  the  circuit  is  broken.  This 
points  to  further  economy  in  ele«tricity. 

The  sensational  statement  of  the  lecturer, 
and  one  that  will  certainly  prove  a  startling 
surprise  to  those  who  believe  they  know 
something  about  wiring,  is  that  single  strand 
naked  electric  wires  had  been  in  use  for  over 
twelve  months  and  had  given  entire  satis- 
faction. The  surprise  of  this  statement  was 
further  added  to  by  the  claim  that  water 
may  be  thrown  over  these  wires  without  af- 
fecting the  running  of  the  motor,  and  that 
mysterious  short  circuits  are  impossible. 

Coming  to  the  subject  of  mixture,  Mr.  Dun- 
lop continued  as  follows: 

Some  leading  experts  say  that  the  motor 
is  most  easily  started  when  the  mixture  is 
rich.  Others  tell  us  that  the  mixture  should 
be  rather  poor  for  starting.  In  practice,  how- 
ever, instead  of  making  the  mixture  richer  or 
poorer,  as  they  think  they  do,  they  merely 
correct  and  make  normal  the  imperfect  mix- 
ture, which  in  spray  carburetters  has  a  ten- 
dency to  became  too  poor,  and  in  surface 
carburetters  too  rich,  when  the  engine  is 
being  started. 

I  have  no  doubt  but  spray  carburetters  for 
motors  will  supersede  surface  carburetters. 

Careless  workmen  when  making  petrol 
tanks  often  allow  the  chemicals  used  in 
soldering  to  run  into  the  interior.  These 
chemicals  continue  to  act  on  the  inner  sur- 
face of  the  tank  when  in  use,  and  cause  a 
discharge  of  a  fine  powder,  which  partially 
chokes  the  fine  spraying  nozzle  of  the  car- 
buretter, and  thus  spoils  the  mixture.  "When 
the  petrol  is  kept  clean  the  spray  carburetter 
is  the  better  one. 

You  all  understand  that  the  function  of 
the  lungs  is  to  mix  air  with  the  blood,  which 
is  practically  a  fuel.  Well,  a  carburetter 
does  the  very  same  thing.  There  is  this 
difference,  however:  In  the  lungs  the  air  is 
condensed  and  dissolved  in  the  liquid, 
whereas  in  the  carburetter  the  liquid  fuel 
is  dissolved  in  the  air  in  the  form  of  vapor. 
With  cut-out  governors  where  the  speed  of 
the  motor  is  uniform,  it  is  a  simple  matter 
to  adjust  the  carburetter  to  suit  the  speed, 
but  Jn  mptpcycles,  wjtigre  the  speed  of  the 


motor  and  quantity  of  air  taken  in  at  each 
charge  is  constantly  varying,  it  is  more  diflB- 
cult  to  keep  the  mixture  right. 

An  automatic  carburetter  which  would  al- 
ways keep  the  mixture  correct  and  require 
no  attention  would,  I  think,  be  a  desid- 
eratum for  motocycles.  Let  us,  for  instance, 
take  the  case  of  a  small  3%  horsepower  mo- 
tor, whose  cylinder  capacity  is  three-quarters 
of  a  pint.  The  correct  quantities  repuired  for 
each  charge  (average  throttling)  would  ue 
half  a  pint  (six  grains)  of  air,  and  three- 
quarters  of  a  drop  (one-half  a  grain)  of  pe- 
trol. 

Now,  supposing  a  whole  drop,  or  half  a 
drop,  of  petrol,  instead  of  three-quarters  of 
a  drop,  were  taken  in  for  each  average 
charge,  the  engine  would  miss  fire,  or  smoke 
the  plug,  or  stop  altogether.  If  you  want  to 
run  smoothly  and  silently,  and  your  engine 
to  be  efficient  and  odorless,  you  must  keep 
the  mixture  right. 


Catalogs  That  Sell  Bicycles. 

Clever  man  that  he  is,  F.  C.  Finkenstaedt, 
of  the  National  Cycle  Mfg.  Co.,  Bay  City, 
Mich.,  is  not  one  of  those  who  falsely  believe 
that  a  "we  take  pleasure  in  presenting  our 
steenth  announcement"  preface,  and  a  lot  of 
dry  as  dust  specifications  make  up  a  cata- 
logue. 

He  apparently  appreciates  that  while  the 
specifications  may  be  perfectly  intelligible  to 
the  agent,  they  are  often  so  much  Greek  to 
the  intending  purchaser,  as  he  also  appreci- 
ates that  the  true  mission  of  a  catalogue  is 
to  arouse  the  interest  and  enlighten  the  read- 
er and  impress  and  make  plain  the  superior 
features  of  the  particular  bicycle  involved, 
and  thus  to  assist  in  the  sale  of  the  bicycle. 

Accordingly  the  National  catalogue  has  al- 
ways been  one  of  the  "select  few"— one  that 
really  says  something  and  is  readably  writ- 
ten and  worth  reading. 

The  1902  production  is  no  exception  to  the 
rule.  There  are  really  two  catalogues,  one  con- 
taining the  specifications  inclosed  in  a  cover 
illuminated  with  the  picture  of  a  stunning 
girl,  the  other  "set  off"  with  American  battle- 
ships, flags  and  the  eagle,  telling  the  story 
of  the  National.  The  first  page  is  not  styled 
"preface,"  "introduction"  or  "greeting."  In- 
stead, "What  Makes  a  Bicycle?"  is  the  con- 
spicious  headline.  The  question  is  answered 
at  considerable  length.  This  is  the  mere  be- 
ginning: 

"The  bicycle  is  a  vehicle  with  two  wheels. 
It  may  be  good,  bad  or  indifferent,  but  still 
it's  a  bicycle. 

"Some  riders  are  indifferent  as  to  what 
they  buy  so  long  as  it  has  two  wheels,  while 
others  want  good  bicycles,  and  want  to 
know  why  they  are  worth  more  than  the 
other  kinds. 

"This  little  pamphlet  tells  about  some 
things  in  bicycle  construction  tliat  are  not 
apparent  on  the  surface,  liut  which,  never- 
theless, go  to  make  up  the  bicycle  which 
'gives  its  rider  perfect  satisfaction.'  Meth- 
ods, as  much  as  materials,  make  a  bicycle 
what  it  is.  You  have  to  go  beneath  the 
paint  to  find  out  what  they  are." 

Then  follows  a  presentment  of  Xatiouul 
features  so  plainly  and  enticingly  written 
that  if  it  does  not  help  sell  National  bicycles 
it  is  hai'd  to  conceive  what  will-  sell  them. 


THIRD 
EDITION. 


There  is  always  one  BEST — one  that 
stands  at  the  top — a-top-nolcher — It  may 
not  be  the  best  known  and  is  never  the  low- 
est  in  price.     In  coaster  brakes 

BEST  .■"  GINGH 


are  synonomous.  Last  season  a  few  Cinch 
coaster  brakes  showed  their  purchasers  the 
new  principles  that  had  been  introduced  in 
coaster  brake  construction.  This  season 
we  have  sold  and  shipped  all  but  a  few 
hundred  that  we  orginally  intended  to  pro. 
duce  and  are  well  along  on  the  second  lot 
and  just  starting  a  third  edition.  This  ex- 
plains why  the  CINCH,  "  the  one  that 
coasts,"  remains  at  $5.00,  why  our  price  to 
the  trade  is  higher  than  others  on  which 
prices  have  been  "  revised  "  two  or  three 
times  since  starting  the  season.  It  may 
offer  some  explanation  for  the  "revision.  " 


We  don't  want  all  the  business — we 
don't  want  to  seii  those  who  are  looking 
for  the  lowest  price — we  don't  want  to  sell 
those  who  wish  to  buy  on  a  past  reputation 
established  without  competition — we  only 
want  to  sell  those  who  want  the  BE.5T — 
A  trial  of  the  Cinch  will  quickly  demon- 
strate to  you  that  it  overcomes  those  an- 
noyances you  have  suffered  with  others — 
Sell  the  Cinch  and  those  annoyances  will 
disappear — your  troubles  will  be  over — then 
you  will  wake  up  in  the  night  and  laugh. 


WRITE  FOR  OUR  TRIAL  OFFER  PROPOSITION. 


RIGGS-SPENGER  COMPANY, 

Manufacturers, 
ROCHESTER,  N.  Y. 


J 


608 


THE  BICYCLING  WORLD 


The  Week's  Exports. 

February  finished  well  in  the  matter  of 
cycle  exports.  France  with  purchases  of  up- 
wards of  116.000,  Germany  with  $11,500, 
England  Avith  $9,000,  Denmark  with  $5,500 
and  Holland  with  $5,000  accounted  for  the 
bulk  of  the  shipments.  The  consignments  to 
New  Zealand,  British  Africa.  Italy,  Belgium 
and  the  West  Indies  were  also  of  snug  pro- 
portions. The  record  in  detail  for  the  week 
follows: 

Antwerp— 42  cases  bicycle  material,  $1,545. 

Argentine  Kepublic— 1  case  bicycle  ma- 
terial, $100. 

Arnheim— 1  case  bicycle  material,  $1,000. 

Amsterdam— 7  cases  bicycles,  $280. 

British  Possessions  in  Africa— 55  cases  bi- 
cycles and  parts,  $2,062. 

British  East  Indies— 50  cases  bicycles,  $563. 

British  Guiana— 4  cases  bicycles  and  ma- 
terial, $217. 

Brazil— 1  case  bicycles,  $74. 

British  Australia— 11  cases  bicycles  and 
material,  $478. 

British  West  Indies— 51  cases  bicycle  ma- 
terial, $1,175. 

Cuba— 8  cases  bicycles  and  material,  $354. 

Copenhagen— 75  cases  bicycle  material, 
$5,496. 

French  West  Indies— 1  case  bicycle  ma- 
terial. $13. 

Genoa— 23  cases  bicycle  material,  $1,495. 

Glasgow— 2  cases  bicycles,  $65. 

Havre— 860  cases  bicycles,  $12,510;  52  cases 
bicycle  material,  $3,877. 

Hamburg-^51  cases  bicycles,  $9,921;  32 
cases  bicycle  material,  $1,645. 

Liverpool— 28  cases  bicycles,  $595;  1  case 
bicycle  material,  $35. 

London— 69  cases  bicycles,  $2,680;  79  cases 
bicycle  material,  $3,483. 

Milan— 9  cases  bicycle  material,  $591. 

Malmo— 1  case  bicycle  material,  $87. 

Mexico — 1  case  bicycles,  $27. 

Naples— 1  case  bicycles,  $45. 

New  Zealand^O  cases  bicycle  material, 
$3,807. 

Peru— 2  cases  bicycles  and  material,  $125. 

Rotterdam— 100  cases  bicycles,  $2,251;  48 
cases  bicycle  material,  $1,573. 

Stockholm— 2  cases  bicycle  material,  $175. 

St.  Petersburg— 27  cases  bicycle  material, 
$632.      ■ 

Southampton— 20  cases  bicycle  material, 
$2,268. 

Santo  Domingo— 1  case  bicycle  material, 
$15. 

Venezuela— 1  case  bicycle  material,  $86. 


Says  Cycle  Taxation  is  Infamy. 

The  Mayor  of  Toledo,  O.,  is  not  a  believer 
in  cycle  taxation.  He  not  only  does  not  be- 
lieve in  it,  but  he  regards  it  as  "little  short 
of  infamy,"  and  "spoke  right  out  in  meet- 
ing" to  that  effect  at  the  first  opportunity, 
that  is,  when  he  presented  his  annual  mes- 
sage to  the  City  Council.  He  denounced  the 
system  in  this  language: 

"I  regard  the  wheel  tax  as  little  short  of 
infamy.  The  idea  that  thousands  of  men 
and  women,  boys  and  girls,  who  work  for 


small  wages  and  strive  to  economize  by 
using  bicycles  to  go  to  and  from  their  work, 
many  of  them  making  great  sacrifices  to  get 
possession  of  even  a  cheap  wheel,  and  that 
these  mu?t  yet  be  subjected  to  a  tax  for  the 
privilege  of  riding  their  wheels  is  a  wrong 
and  a  shame.  Let  us  malie  amends,  as  far 
as  we  can,  by  repealing  the  law.  Of  course, 
bicycles  and  vehicles  of  all  kinds  are  'prop- 
erty,' and  when  they  have  once  been  re- 
turned for  taxation,  according  to  the  pro- 
vision of  the  constitution,  that  should  end 
the  matter.  If  they  have  not  been  returned 
that  is  the  fault  of  the  assessor,  presumably, 
or  is  due  to  the  delinquency  of  the  tax  in- 
quisitor."   

Lubrication  via  ttie  Pump. 

Mention  was  made  in  these  columns  a  few 
weeks  ago  of  a  positive  method  of  feeding 
lubricating  oil  to  the  crank  case  of  the  motor 
by  means  of  a  plain  pump  made  on  the  gen- 
eral idea  of  a  tire  pump.  In  answer  to  a 
number  of  inquiries,  the  device  is  illustrated 
herewitli. 

The  barrel,  B,  of  the  pump  is  clamped  to 


the  side  of  the  seatpost  frametube  in  a  posi- 
tion easily  reached  from  the  saddle.  Through 
the  top  moves  the  plunger,  with  its  handle, 
A.  At  the  lower  ends  is  a  three-way  union 
with  a  cock,  D.  This  union  has  one  pipe,  E, 
running  to  the  oil  supply,  F,  and  a  second 
pipe,  G,  leading  to  the  crank  case. 

In  using,  the  oil  tank  is  filled  about  three- 
quarters  full  and  its  cap  screwed  down  air 
tight.  The  cock  is  then  turned  to  a  position 
that  connects  the  pump  with  the  oil  tank, 
but  shuts  off  the  crank  case  connection.  A 
few  strokes  of  tlie  plunger  are  then  given 
to  force  air  from  the  pump  into  the  oil  tank. 
On  the  last  stroke  the  plunger  is  left  at  the 
bottom  of  the  stroke,  when  the  oil  will  run 
into  the  pump  and  raise  the  plunger  to  its 
top  position.  When  the  plunger  has  risen  the 
cock  is  turned  to  cut  off  the  feed  from  the 
tank  to  the  pump  and  to  open  the  delivery 
from  pump  to  the  crank  case.  The  plunger 
is  then  pushed  slowly  down  to  force  one 
measure  of  oil  into  the  crank  case.  The  cock 
is  then  turned  back  to  its  first  position,  when 
the  pump  will  again  fill  and  raise  the 
plunger. 

A  traveller  abroad  claims  that  he  once 
saw  a  sign  on  the  "front"  of  a  cottage, 
"Cyclists's  rest.  Front  door  round  at  the 
side."  The  country  in  which  this  was  seen 
is  left  to  the  acute  reader. 


The  Retail  Record. 

Scranton,  Pa.— Florey  &  Brooks  burned 
out. 

Campello,  Mass.— George  J.  Donahue  has 
opened  store. 

Buffalo,  N.  Y.— Henry  Zahn,  613  Broadway, 
slight  fire  loss. 

Reading,  Pa.— Charles  T.  Heckler  moved 
to  222  Penn  street. 

Beaver  Falls,  Pa.— Fradk  Hicks,  bought 
out  G.  W.  Sehaney. 

Batavia,  N.  Y.— George  P.  Thomas  &  Bro., 
fire  damage;  insured. 

Salem,  Mass.— Clem  Cooper  will  reopen  at 
No.  289  Essex  street. 

Booker,  Va.— W.  R.  Browuley,  jr.,  slight 
fire  loss;  no  insurance. 

Bdgeworth,  Mass.— John  Hannigan  opened 
store  in  Adams  street. 

Savannah,  Ga.— Thompson  &  Clark;  Will- 
iam H.  Clark,  deceased. 

Wakefield,  R.  I. — Harry  Clarke  moved  to 
Ransford  Collins  Building. 

Maiden,  Maes.— Jeremiah  Murphy  opened 
store  in  Highland  avenue. 

Great  Barrington,  Mass. — Minkler  &  Collins 
moved  to  Berkshire  Block. 

Pittston,  Pa.— William  L.  Krise  will  open 
store  in  South  Main  street. 

Buffalo,  N.  Y.— V.  E.  Ripper,  opened  store 
at  No.  13  E.  Genesee  street. 

Waterloo,  Iowa— Waterloo  Mfg.  Co.  bought 
stock  of  W.  D.  Pollock;  will  retail. 

Detroit,  Mich.— Rambler  Cycle  and  Auto- 
mobile Co.  filed  notice  of  dissolution. 

Hyde  Park,  Mass.— C.  Thomas  Griffiths, 
slight  fire  loss;  covered  by  insurance. 

Lynn,  Mass.— Whitten  &  Pollard  dissolved 
partnership;  Mr.  Whitten  succeeds. 

Quincy,  Mass.— South  Shore  Bicycle  Co. 
moved  to  No.  94  Washington  street. 

Stockton,  N.  J.— I.  Teitelman,  opened  re- 
pair shop  at  Twenty-third  and  Federal 
streets. 

Glens  Falls,  N.  Y.— Walter  S.  Hyde,  pur- 
chased Fred  F.  Newberry's  interest  in  Cleve- 
land cycle  agency;  new  style  will  be  Morris 
&  Hyde.  

Milk  as  Tempering  Liquid. 

The  tempering  of  steel  with  uniform  re- 
sults is  a  feat  hardly  to  be  achieved  by  the 
most  expert  artisan.  A  German  inventor 
has  devised  a  process  for  accurately  obtain- 
ing any  desired  degree  of  hardness,  the  va- 
riations being  effected  by  changes  in  the 
liquid  used,  and  depending  on  the  fact  that 
graded  results  may  be  produced  by  the  use 
of  milk  in  varying  forms  and  dilutions— that 
is,  by  fresh  and  skimmed  milk,  sweet  and 
sour  whey,  fresh  and  old  buttermilk,  and 
different  mixtures  with  water.  The  various 
stages  of  acidification  of  milk  are  also  said 
to  give  all  the  effects  of  hardening  in  oil  and 
other  fat  mixtures. 


In  attaching  spark  coils  to  motocycles  it 
should  be  remembered  that  to  encase  them  in 
metal  for  the  sake  of  appearances  is  fatal  to 
their  best  working.  The  field  of  the  high 
tension  coil  is  for  a  space  of  about  four 
inches  in  all  directions,  and  should  not  be 
tampered  with. 


THE  BICYCLING  WORLD 


609 


''OUR  ADMIRATION   IS  GENERALLY 
GIVEN -NOT  TO  THE  MAN 

who  does  what  nobody  else  attempts  to  do,  but  to  that  man 
who  does  BEST  what  multitudes  do  well."  Macamey. 


AND  THE  Detachable 


This  holds  the  secret  of  our  continuous  and 
healthy  growth;  it  accounts  for  our  prestige 
as  makers  of  good  tires. 


HARTEORD    single  tube 

TIRES 


DUNLOP  TIRES 


ARE   THE    ORIGINAL    PNEUMATIC  TIRES 
OF   THEIR    RESPECTIVE   TYPES. 


THEY  WERE  BEST  YEARS  AGO, 

THEY  ARE  BETTER  TO-DAY. 

The  maintaining  of  their  high  quality  throughout 
these  many  years,  and  our  unceasing  efforts  in  the  direc- 
tion of  improving  them  wherever  possible,  has  placed 
these  tires  far  in  the  lead  of  all  competitors. 

IMITATIONS  MAY  COME  AND  GO. 
BUT  ''HARTrORD'S"  and 
"DUNLOP'S"  LIVE  ON  FOREVER 
IN  POPULAR  FAVOR. 

QUALITY    TELLS 

IN  THE  LONG  RUN. 

T 

Manufactured  by 

THE  HARTFORD 
RUBBER  WORKS 
COMPANY,     .    .    . 

HARTFORD,  CONN.,    U.  S.  A. 


m 

I'A: 


w 


B->, 


s 


Ool 


tumamm 


6J0 


THE  BICYCLING  WORLD 


Pierce  Cycles 

FOK  1902  AftE  ON  TOP. 


Chainless, 

Centre  Driven, 

Leland  &  Faulconer  Gears, 

Pierce  New  Departure  Brake, 

Hygienic  v  Cushion  v  Frame, 

^PIERCE  SPfiING  FORKS;^ 

The  Luxury  of  Cycling  made  reah 

THE  GEORGE  R  PIERCE  COMPANY 


BUFFALO. 


BOSTON. 


NEW  YORK. 


DENVEB. 


SAN  JOSE. 


m 


CHEATS  CREDITORS 


f 

K     Why  Bankruptcy  Law  Should  be  Repealed 
:^m  — Some  Nauseating  Instances. 

■  With  one  accord  the  entire  commercial  in- 
terests of  America  are  asking,  "What  will 
Congress  do  with  the  national  bankruptcy 
law?"  Every  merchant,  manufacturer, 
tradesman,  lawyer  and  man  of  affairs  who  is 
in  touch  with  the  forces  that  are  shaping  the 
trend  of  business  events  knows  that  the  re- 
peal or  the  material  amendment  of  the  Fed- 
eral bankruptcy  act  now  in  force  is  one  of 
the  most  vital  and  significant  pieces  of  legis- 
lation now  before  the  lawmakers  of  the  Na- 
tional Congress. 

All  probabilities  point  to  amendment  in- 
stead of  repeal.  At  a  recent  meeting  of  their 
national  association  the  credit  men  of  the 
United  States  took  definite  action  by  urging 
the  passage  of  an  amendment  known  as  the 
"Eay  bill."  This  strikes  at  a  correction  of 
the  gravest  defect  of  the  existing  bankruptcy 
act,  and  holds  that  "payments  or  partial  pay- 
ments on  account,  without  intention  on  the 
part  of  the  debtor  to  prefer  or  acknowledge 
on  the  part  of  the  creditor  that  the  debtor  is 
either  insolvent  or  intended  to  prefer,  should 
not  be  held  as  preferences." 

The  necessity  for  such  an  amendment 
arises  from  one  of  the  most  celebrated  and 
far  reaching  decisions  in  the  history  of  bank- 
ruptcy litigation.  In  the  famous  Carson, 
Pirie,  Scott  &  Co.  case  the  Uniteu  States 
Supreme  Court  held  that  partial  payments 
"on  account"  made  within  four  months  pre- 
vious to  filing  a  petition  in  bankruptcy,  al- 
though without  tlie  knowledge  on  the  part 
of  the  creditors  receiving  such  payment  that 
the  debtor  was  in  a  condition  of  insolvency, 
must  be  refunded  before  the  creditor  could 
be  allowed  to  participate  in  the  estate  of  the 
insolvent.  On  the  other  hand,  an  account 
paid  in  full  during  that  period  was  upheld. 

This  not  only  gave  the  creditor  who  pushed 
his  claim  without  leniency  an  unqualified 
advantage,  but  it  also  compelled  the  creditor 
who  had  shown  mercy  to  accept  a  partial 
payment  as  full  settlement  of  the  claim  or  to 
take  his  chances  that  his  percentage  of  the 
estate  would  yield  him  a  larger  amount  than 
the  payment  "on  account"  already  in  hand. 
Such  a  choice  frequently  involves  a  problem 
of  extreme  difficulty  amounting  to  mere 
guesswork.  Though  the  correction  of  this 
phase  of  the  law  would  be  greatly  in  the  in- 
terest of  justice,  the  relief  thus  afforded 
would  be  at  best  temporary,  incidental  and 
inadequate.  Nothing  short  of  the  repeal  of 
the  entire  act  can  satisfy  the  full  demand  of 
commercial  fairness. 

The  ethics  of  the  bankruptcy  act  cannot 
be  more  succinctly  stated  than  in  the  words 
of  Hon.  Christian  C.  Kohlsaat,  of  the  United 
States  District  Court,  who  recently  declared: 
"This  law  is  needed  only  in  times  of  finan- 
cial depression.    .    .    .    But  it  would  not  do 


THE  BICYCLING  WORLD 

for  this  law  to  be  a  permanent  thing.  It  is 
an  immoral  thing  to  contract  debts  to  be 
cancelled  by  law.  It  is  an  immoral  thing  to 
lose  sense  of  honor  and  pay  debts  by  going 
into  bankruptcy.  And  it  is  an  immoral  thing 
for  a  land  to  have  a  law  in  force  always 
which  would  permit  dishonest  men  to  get 
the  better  of  their  creditors.  This  law  may 
be  all  right  for  a  year.  After  that  time  it 
should  be  repealed." 

What  is  the  practical  operation  of  the 
bankruptcy  law  now  in  force?  It  affords  the 
shiftless,  tricky  and  dishonorable  a  sure  and 
safe  means  of  preying  upon  the  merchant 
who  is  doing  an  honorable  and  legitimate 
business.  And  this  advantage  is  used  with 
the  most  shameless  effrontery.  As  an  ex- 
ample of  this  practice  let  me  state  an  in- 
stance which  came  under  my  personal  ob- 
servation; 

A  merchant  who  had  but  recently  passed 
his  affairs  through  the  bankruptcy  mill, 
thereby  absolving  himself  from  70  per  cent 
of  his  indebtedness,  applied  to  me  for  credit. 
Our  previous  dealing  had  been  entirely  on  a 
cash  basis.  He  gave  me  a  written  statement 
that  he  had  in  his  own  right  a  business  cap- 
ital of  $10,000.  When  asked  to  explain  how 
he  could  be  worth  this  amount  of  money  on 
the  heels  of  bankruptcy  proceedings  which 
yielded  his  creditors  only  30  per  cent  of 
their  claims,  he  smilingly  replied  that  his  af- 
fairs had  been  in  the  hands  of  a  very  care- 
less attorney.  The  latter  was  so  forgetful 
that  he  neglected  to  schedule  with  the  peti- 
tion in  bankruptcy  an  asset  of  $10,000.  This 
was  not  discovered  until  immediately  after 
the  court  had  issued  the  discharge.  Of 
course,  it  was  a  great  surprise;  but  there 
was  nothing  to  do  but  make  the  best  of  this 
stroke  of  legal  carelessness — and  this  was 
what  he  was  trying  to  do! 

Another  significant  light  on  the  practical 
workings  of  this  law  is  to  be  had  by  reading 
the  advertisements  of  bankruptcy  lawyers. 
These  may  be  seen  in  almost  any  of  the 
metropolitan  daily  papers  or  in  the  so-called 
legal  journals.  I  recall  one  such  advertise- 
ment which  set  forth  the  fact  that  the  total 
expense  of  passing  through  bankruptcy  was 
guaranteed  to  be  only  $40.  Another  urged 
that  all  persons  burdened  witn  indebtedness 
should  take  immediate  advantage  of  the  law, 
as  its  repeal  was  being  agitated  and  the 
golden  opportunity  was  likely  soon  to  be 
closed.  From  the  records  of  some  courts, 
however,  it  would  seem  that  very  few  per- 
sons have  neglected  to  rid  themselves  of  their 
obligations  by  this  legalized  method  of 
escape.  For  example,  between  July  1,  1898, 
when  the  law  went  into  effect,  and  Decem- 
ber 31,  1899,  489  petitions  in  bankruptcy  were 
filed  iu  the  United  States  Court  at  Birming- 
ham, Ala.;  247  at  Montgomery,  and  a  total 
of  900  in  the  entire  State.  Of  the  247  filed 
in  the  capital  city  of  the  commonwealth  244 
were  voluntary  petitions.  In  this  connection 
it  should  be  said  that  there  is  no  particular 
reason  for  the  belief  that  Alabama  is  more 
fortunate  than  her  sister  States  in  the  num- 
ber of  citizens  willing  to  absolve  themselves 


6n 

from    their    indebtedness   through    the   con- 
venient agency  provided  by  this  law. 

An  incidental  effect  of  this  law  is  a  terrific 
blow  to  general  legal  practice.  One  brilliant 
and  witty  attorney  summarizes  the  effect  "of 
this  act  upon  his  calling  as  follows: 

"When  a  firm  failed  prior  to  the  time 
when  this  law  went  into  effect  the  lawyers 
got  99  per  cent  of  the  assets,  the  creditor  who 
was  the  sharpest  and  liveliest  hustler  got 
1  per  cent,  and  the  rest  got  what  the  boy 
shot  at.  Now  the  bankrupt  files  his  petition, 
gets  his  discharge,  snaps  his  fingers  at  the 
men  who  were  indiscreet  enough  to  sell  him 
goods,  and  proceeds  to  acquire  a  new  assort- 
ment of  creditors." 

So  liberal,  from  the  debtors'  viewpoint,  are 
the  provisions  of  the  present  law,  that  it  is 
abused  in  a  wholesale  way  by  men  who  are 
eager  to  escape  small  debts.  When  the  cost 
of  going  through  bankruptcy  is  only  $40— and 
sometimes  less— it  will  be  seen  that  a  very 
small  indebtedness  is  sufficient  to  tempt  a 
man  to  use  this  expedient.  Recently  a  me- 
chanic owing  a  board  bill  of  a  little  more 
than  $100  filed  a  petition.  The  widow  to 
whom  this  amount  was  due  was  told  that 
the  law  would  give  her  almost  nothing.  She 
exclaimed:  "How  can  such  things  be  in  this 
country?"  and  was  led  sobbing  out  of  the 
courtroom.  The  pathos  of  the  scene  touched 
the  hearts  of  all— save  the  delighted  peti- 
tioner. 

An  inevitable  result  of  the  bankruptcy  act 
as  now  construed  by  the  Supreme  Court  is 
to  make  commercial  houses  extremely  con- 
servative in  the  extension  of  credits.  This 
must,  of  necessity,  work  hardship  to  many 
tradesmen  who,  but  for  the  easy  means  of 
evading  their  obligations  possible  through 
this  act,  would  be  much  more  liberally  dealt 
with  by  the  wholesalers.  This  enforced  cur- 
tailment of  credit  and  denial  of  extensions 
cause  many  to  go  into  bankruptcy  who  might 
otherwise  have  pulled  through,  paying  their 
entire  obligations  dollar  for  dollar. 

A  glance  at  the  history  of  bankruptcy  acts 
shows  that  the  public  conscience  is.  becoming 
gradually  hardened  on  this  score.  The  first 
law  of  this  kind  was  passed  in  the  dark  days 
immediately  following  the  Revolutionary 
War.  It  was  limited  to  five  years,  but  was 
repealed  in  three  years  because  the  public 
became  convinced  that  it  was  subjected  to 
abuse.  Next  came  the  act  of  1841,  following 
the  panic  of  1837.  Again  the  conscience  of 
the  people  quickly  reasserted  itself  after  only 
thirteen  months  of  operation.  In  1867  our 
commercial  integritj'^  suffered  another  as- 
sault in  .the  form  of  a  Federal  bankruptcy 
statute,  and  the  results  were  so  disastrous 
that  this  was  repealed  with  considerable 
promptness.  About  the  same  time  England 
endured  the  same  kind  of  a  moral  relapse, 
which  caused  one  of  Great  Britain's  cele- 
brated jurists  to  observe:  "While  this  meas- 
ure continues  in  force  no  man  with  a  proper 
sense  of  his  duty  to  his  family  will  think  of 
paying  twenty  shillings  in  the  pound." 

in  view  of  these  and  many  other  equally 
convincing  facts,  says  Dorr  A.  Kimball  in 
the  "Saturday  Evening  Post,"  I  cannot 
escape  the  conviction  that  the  present  bank- 
ruptcy act  has  long  outlived  the  period  of  its 
legitimate  expediency  and  should,  for  the 
commercial  honor  of  our  country,  be  wiped 
from  the  statute  book. 


612 


THE  BICYCLING  WORLD 


THE   BELONG    MOTOCYCLE. 


ATTENTION  !    DEALERS. 

De  Long  Motocyclc 

IS  A  BIG  WINNER  AND  A  SURE  SELLER. 

No  argument  necessary.     Compare  it  with  all 
other  makes  for  simplicity  of  construction. 

Our  machine  is  original — no  tanks,  belts,  cases 
or  bags. 

Built  for  long  trips. 

Our  catalogue  is  interesting. 
■  Let  us   hear  from  you  about  the  agency  for 
your  town. 

INDUSTRIAL  MACHINE  CO..Plioenix,N.Y. 


THE    COMBINATION 

of   price,   quality   and   guarantee 

that   go   to    make   up 

THE    OAK    SADDLE 


Renders  it  Absolutely  Impossible 

that  you  can   pay  more  and  get  your  money's  worth. 

It  is  not  necessary  to  take  our  word  for  it.     INVESTIGATE   FOR    YOURSELF.. 


NEWARK   CYCLE    SPECIALTY  COMPANY, 


Newark,  New  Jersey. 


Wyoma  Universal 

COASTER,  BRAKE  AND  HUB  COMBINED. 
WILL  FIT  ANY  BICYCLE.  READY  TO  IN- 
SERT IN  WHEEL  BY  LACING  IN  SPOKES. 

Wyoma  Detachable 

MADE  TO  FIT  THE  LEADING  STANDARD  HUBS. 
BOTH  MODELS  WILL  ALLOW  REAR  WHEEL  TO 

RUN  BACKWARDS. 

FIVE  PIECES,  SHOWING  CONSTRUCTION  OF  1902  MODELS. 

NO    FIBRES.  NO   BALLS. 

FULLY  GUARANTEED. 


UNIVERSAL. 


MANUFACTURED  BY 

Reading  Automobile  and  Gear  Company, 

TENTH  AND  EXETER  STS.,  READING,  PA. 


THE  BICYCLING  WORLD 


613 


•••••••••••••••••••••••••••• 

MOSSBERG 

Tire  CMme 

THE  FIRST,  IT  IS  STILL  THE 
FOREMOST. 

ALWAYS  GOOD.  IT  IS  NOW  EVEN 
BETTER. 


Does  What  a  Bicycle  Bell 
Should  Do. 


Gives    a  "loud,    continuous,    unmistakable, 
clear-the-road  alarm. 

Few  parts ;  no  spring  in  striking  mechanism; 
cannot  rattle;  acts  instantly. 

Can  be  operated  on  either  front  or  rear 
wheel. 

Popular-Priced  and  a  Great  Seller. 


GET   CATALOG. 


FRANK  MOSSBERG  CO., 

ATTLEBORO,  MASS. 
•••••••••••••••••••••••••••• 

OILERS. 


" PERFECT" 

I  mnnian«m^^il— ^    250. 


"CENI 


STAR" 


W.e  make  oilers  for  almost  the  entire  trade.     The 
quality  of  our  oilers  is  unequaled. 

CUSHMAN  &  DENISON,  Mfrs.  240-2  W.  23d  SI.  N.  Y, 


Tourist  Cars  on  the  Nickel  Plate  Road. 

Semi-weekly  transcontinental  tourist  cars 
between  tbe  Atlantic  and  the  Pacific  coasts 
are  operated  by  the  Nickel  Plate  and  its  con- 
nections. Tourist  cars  referred  to  afford  the 
same  sleeping  accommodations,  with  same 
class  of  mattress  and  other  bedclothing,  that 
are  provided  in  the  regular  Pullman  sleep- 
ing car  service.  These  tourist  cars  leave 
Boston  on  Mondays  and  Wednesdays,  and 
leave  San  Francisco  on  Tuesdays  and  Fri- 
days. Berths  In  these  tourist  cars  are  sold 
at  greatly  reduced  rates.  Conveniences  are 
offered  without  extra  cost,  for  heating  food, 
or  preparing  tea  or  coffee,  affording  every 
facility  for  comfort  on  a  long  journey,  espe- 
cially for  families  travelling  with  children. 
Lowest  rates  may  he  obtained  always  via 
the  Nickel  Plate  Road  for  all  points  in  the 
West.  For  special  information  regarding  all 
trains  on  the  Nickel  Plate  Road,  including 
these  tourist  cars,  consult  your  nearest 
ticket  agent,  or  write  A.  W.  Ecclestone,  D. 
D.  Agt..  .S8.5  Broadway.  New  York  City.  *•• 


To  Case=Harden  Small  Parts. 

Here's  a  method  of  case-hardening  small 
pieces,  which  comes  from  abroad: 

Surround  the  pieces  first  with  yellow  prus- 
siate  of  potash,  then  with  leather  (old  boots), 
then  with  clay,  and  pack  in  an  iron  box  of 
some  sort,  usually  a  piece  of  gas  pipe.  Plug 
up  the  ends  with  clay;  place  the  whole  in  the 
Are  and  keep  at  a  red  heat  for  four  or  five 
hours;  then  quench  in  water.  The  usual  dif- 
ficulty with  workers  in  a  small  way  is  to 
keep  the  articles  at  a  uniform  temperature 
for  such  a  long  time;  the  kitchen  fire  suf- 
fices. The  clay  prevents  the  carbon  from 
the  prussiate  and  leather  from  being  ab- 
sorbed by  the  box  or  fire,  and  so  wasted. 


IRAOr, 


MARK 


Fauber  Perfection  Hanger 


THE 

DIAMOND 
SQUARE 
CRANK 


Unequaled  in 
any  of  the 
points  which 
make  a  Perfect 
Hanger 


LIGHT 
SIMPLE 
DURABLE 


FAUBER 
MFG.  CO. 

ELGIN,     ILL.. 


8  Pages 
of  Toe  Clips, 

5  Pages 
of  Trouser  Guards, 

3  Pages 
of  Lamp  Brackets, 

and  the  other  pages  devoted  to 
spoke  grips,  lubricants,  etc.,  make 

Tlie 
Bevin  Catalog 

one  that  few  men  in  the  cycle 
trade  can  afford  to  be  without. 
Have  you  obtaiued  your  copy  ? 


BEVIN  BROS.  MFG.  CO., 

EAST  HAMPTON,  CONN. 
Business  Founded  1832. 


6H 


THE  BICYCLING  WORLD 


CHAMPION  HUBS 

Write  for  Complete  Description  and  Prices. 


(UOHT   WEIGHT    RACING    MODBL.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN    HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

SelUng  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHDE 


wheels  must  have  the 
best  equipments. 

There  U  nothing  that  gives  mcwe  value  for 
the  money  than  the  use  of  the 


MORSE  rSS.'^r  chain 


NOISELESS  IN  HUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  FrictlonleS5 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

sprocket; . 

Send  for  Catalosfue  and 
Trade  Price  to 

Morse  Chain  Co.,  immansburg:,  n.  y. 


WANTS  AND  FOR  SALE. 

15  ct^nts  per  line  of  seven  words,  cash  with  order. 

w 


Tenn. 


ANTED — A  few  small  Gasolene  Motors,  new 
or  second  hand.     H.  A.  White,  Memphis, 


FOR  SALE-RIM  MACHINERY. 

Complete  outfit  of  Cowdrey  machinery  for 
making  rims  and  guards.  Capacity  300  rims  and 
70  guards  per  day.  Outfit  practically  as  good  as 
new.  A  fine  opportunity  to  get  a  good  outfit 
cheap.  H.  M.  LOUD'S  SONS  CO.,  Au  Sable, 
Mich. 


r, 


'♦n 


H 


AND  AND  FOOT  PUMPS, 

i  Oilers,  Repair  Tools, 

X         Valves,  Name-plates,  etc 

I  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
^  Depots:  a  10  Lake  St.,  Chicago. 

^  42^   Broome  St.,  New  York 


Bicycle  Parts  and  Tubing 

WRITE    US    FOR    PRICES. 

The  Standard  Welding  Go. 

ci_e:ve:i_aisjd,  omio 


THE  ARMSTRONG  "A"  CRANK- HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical constnjciion.finish  and  materials  used, 
that  it  is  possible  to  produce  Made  in 
one  grade  only,  the  highest.  Handsome 
in  appearance;  simple  in  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fil- 
ings and  crank  hangers  on  the  market 
iOur  1902  prices  are  low.    Write  for  them. 

ARMSTRONG  BROS.  TOOL  CO., Chicago 


ARNOLD,SCHWINN&CO, 


CHICAGO. 


WORLD  BICYCLES. 

Jobbing  Wheels  a  Specialty. 
LARGEST  INDEPENDENT  MAKERS  <N  THE  COUNTRY 


Upon  receipt  of  40  cents  in  stamps  we  will  mail  one 
dozen  of  the  MAGIC  as  a  sample  trial  to  any  part  of 
U.  S.  A.    Ask  your  jobber  for  it. 


n=/i 


THE  MAGIC    .     1 

=f  I  A  COMPLETE  REPAIRTOOLFORALU' 
— ^;S  SINGLE  TUBE   TIRES.  ,-' 


HAS  A  POINT  ONLY  XelN.OIAIMETER. 

Bicycle  salesmen  wanted  to  handle  the^MAQIC  asfa 
side  line. 

THE  MAGIC  REPAIR  TUBE  CO.,  248  LARRABEE  ST.,  CHICAGO,  ILL. 


IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  bars  and  extensions  tor  1902  and 
you  will  be  agreeably  surprised,  Electroi  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


The  Crosby  Company, 

BUFFALO,    N.   Y., 

Sheet  Metal  Stamping. 


^be  Hbmiral 

THE  ONLY  LAMP  WHICH  BURNS 
EITHER  OIL  OR  GAS. 


...Made  by.. 
THE  ADMIRAL  LAHP  CO., 


riarysville,  Ohio. 


"D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

^6soLlJT£;Lr  the  best    Quad  and 
Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hangrar  in  the  World. 
Park  City  Mfg.  Co..  "nc,  Chicago 


Sterling  Continuous 


/-^tv 


NON-WINDING. 


SinPLE,     con  PACT, 
DURABLE. 


EVERY  BELL  QUARANTEED. 


Ringing  Cliime. 

NON=RBVOLVINQ. 

Clear,  Loud,  Penetrating 
Alarm. 


N.  N.   HILL  BRASS  CO., 

EAST  HAMPTON,  CONN. 


Sole 
Man  ufacturert 


-QR  SALE  BY  THE  WHOLESALE  HARDWARE  AND 
SPORTINQ  GOOD     DE/tLB^^S, 


( PATKKT  PENDING.) 


SALESROOMS:    84>86  Chambers  St.,  NEW  YORK 
45  PevI  St.    BOSTON. 


THE  BICYCLING  WORLD 


614 


DO  IT   NOW 

If  your  business  shows 
signs  of  lethargy — 

WRITE    US 

Don't  put  it  off 

and  think  that  tomorrow 

will  do — 

DO  IT  NOW 

We  want  to  tell 
you  about  the 

Wolff-American 


Regal  and 

Holland 


bicycles  for  1902. 
They  are  sold  by 
representative  dealers. 
They  will  give  an 
eighteen  carat  freshness 
to  your  store.     They  have 
done  it  many  times  for 
others  and  can  do  the  same 
for  you — and — 

DO  IT  NOW 

Stearns  Bicycle  Agency 

GENERAL    DISTRIBUTORS 

Syracuse,    New   York. ' 


The  Week's  Patents. 

Cliai-les  K.  Barrett  and  Elwood  C.  Phillips, 
Chicago,  111.  Filed  July  12,  1901.  Serial  No. 
07,949.     (No  model.) 

Claim.— 1.  The  combination  with  the  elon- 
gated outwardly  projecting  flexible  attach- 
Ing-neck  of  a  pneumatic  tire,  of  a  valve 
casing  fitting  the  bore  of  said  neck,  and  a 
clamping  collar  fitting  outside  said  attaching- 
neck.  and  provided  with  inturned  flanges  or 
beads  at  its  respective  ends,  substantially  as 
set  forth. 

694,030.  Cycle  Stand,  Carl  W.  L.  Schmidt, 
Holzminden,  Germany.  Filed  April  27,  1900. 
Serial  No.  14,546.    (No  model.) 

Claim. — In  a  cj'cle  stand,  the  combination 
of  the  two  bars,  pivoted  together  between 
their  ends,  the  bar  being  provided  at  its  up- 
per end  with  a  rounded  bracket  extending 
outwardly  from  the  bar,  the  other  bar  being 
provided  at  its  upper  end  with  a  hinged  band 
adapted  to  encircle  a  portion  of  the  bicycle 
frame,  a  bar  pivoted  at  its  upper  end  to  said 
pivot,  and  a  chain  connected  to  said  bars  and 
below  their  pivot,  and  stops  secured  to  the 
bar  for  engaging  said  chain  to  lengthen  or 
shorten  it,  substantially  as  described. 

694,110.  Carbureter  for  Explosive  Engines. 
Louis  H.  N.  Sanson,  Dieppe,  France.  Filed 
Oct.  2,  1900.     Serial  No.  31,805.     (No  model.) 

Claim. — In  a  carbureter,  the  combination 
with  a  carbureting  chamber  having  outlet 
ports  for  carbureted  air  in  its  top  and  being 
open  at  its  bottom,  of  a  casing  constructed 
with  an  upwardly  extending  portion  ar- 
ranged within  the  carbureting  chamber,  the 
exterior  diameter  of  which  upwardly  extend- 
ing portion  is  less  than  the  interior  diameter 
of  the  carbureting  chamber  to  form  an  inter- 
mediate space,  said  casing  having  also  a  por- 
tion surrounding  the  carbureting  chamber 
provided  with  air  inlet  openings,  the  interior 
diameter  of  which  latter  portion  is  greater 
than  the  exterior  diameter  of  the  carburet- 
ing chamber  to  form  an  intermediate  space, 
means  for  admitting  oil  to  the  carbureting 
chamber  and  means  for  heating  the  up- 
wardly eyt  ding  portion  of  the  casing 
which  is  wiihin  the  carbureting  chamber. 

694,264.  Utilizing  Power  in  Velocipedes. 
Antony  Gibbs,  Bristol,  England.  Filed  .Tune 
15,  1900.    Serial  No.  20,461.    (No  model.) 

Claim.— 1.  A  pump  adapted  to  act  either 
as  a  motor  or  a  compressor,  comprising  a 
cylinder,  a  valve  in  said  cylinder,  a  piston, 
a  valve  and  valve  spindle  in  said  piston,  and 
means  for  turning  said  spindle  in  opposite 
directions  whereby  the  pump  is  changed 
from  a  compressor  to  a  motor  or  the  reverse. 


Prospective  Purchasers 

are  now 

'looking  Around." 

It  is  merely  a  matter  of  days 
before  they  will  reach  a  de= 
cision.  It  is  the  time  when  the 
wideawake  dealers  are  mak- 
ing the  most  of  the 

CUSHION  FRAME. 

There  is  no  class  of  riders  to 
whom  it  does  not  appeal.  The 
old  rider  or  the  new  one  can 
be  shown  how  greatly  it  adds 
to  cycling  pleasure  and  com- 
fort, and  the  arguments  are  so 
strong  that  few  can  deny  them 
if  they  are  properly  put.  We 
take  it  for  granted  that  you 
are  one  of  the  wideawakes. 


HYGIENIC  WHEEL   COMPANY, 

OWNERS   OF 
CUSHION    FRAME    PATENTS 

220    Broadway,    NEW    YORK. 

Home  Office,  Philadelphia. 


TRADE-MARK 
REGISTERED, 


STEEL 
BALLS 


WE  ARE  THE  ONLY  MANUFACTURERS  WHO  CAN  MAKE  THE  FOLLOWING  GUARANTEES: 

That  every  ball  is  a  perfect  sphere. 
That  every  ball  is  within  i-  lo.ooo  of  an  inch  of  exact  siie. 
That  the  balls  are  made  of  the  best  quality  of  true  crucible  tool  steel. 

That  balls  bought  from  us  at  one  time  will  be  exactly  like  balls  of  a  similar  size  bought  from  us 
at  any  other  time. 


THE   STEEL   BALL   COMPANY, 


832-840  Austin  Avenue, 


CHICAGO.  ILL. 


20th  Century  Double  Bells 

SOMETHING  NEW  IN  THE  BELL  LINE. 

Very  musical  chime.  Two  stationary  gongs.  Two  bells  in  one. 

LOUDEST  RINGING  BELLS  ON  THE  MARKET. 

50   CENTS    LIST    PRICE. 

Trade  Price  is  Low  Enough  to  Satisfy  Everyone. 

^We  have  THREE  OTHER  SPECIAL  BELLS  at  INTERESTING  PRICES. 

CATALOGUE    AND    TRADE    PRICE   READY 

(WILLIS'   PRICES  ARE  BUSINESS   MAKERS. 

WILLIS  PARK  ROW  BICYCLE  CO.,  23  Park  Row,  New  York. 


6J6 


THE  BICYCUNG  WORLD 


JVBW  DBPARTURE 
COASTBR  BRAKE 


SOLD  EVERYWHERE  BY  EVERY  BODY/ 


.AN  UFACTURED 


StLLINC      ACeNTS 

John  fi.  Graham  «r  Co. 

NtW   YORK  CITY. 


SOLAR  LAMPS 

ALWAYS   SATISFY. 

Badger  Brass  Mfg.  Co.,  Kenosha   Wis. 


Fast  Trains 

Chicago  &  Northwestern  Ry. 


The  Overland  Limited 

California  in  3  days 

The  Coloradc  Special 

One  night  to  Denver 

The  Chicago-Portland  Special 

Oregon  and  Washington  in  3  days 

The  North-  Western  Limited 

Electric  Lighted — Chicago, 

St.  Paul  and  Minneapolis 

Duluth  and  St.  Paul  Fast  Mail 

East  train  to  head  of  lakes 

The  Peninsula  Express 

East  time  to  Marquette 

and  Copper  Country 

^O  change  of  cars.     The  best  of  every- 
,     thing.    Call  on  any  agent  for  tickets 
ir  address 

435  Vine  St.,  •  Cincinnati 
507  Smithf'IdSt.,  Pittsburg 
234  Superior  St.,  Cleaeland 
17  Campus  Martius,  Detroit 
2 King  St. .East,  Toronto.Ont, 


481  Broadway  -  Neuj  Yorb 
eol  Ches't  St.,Philadelphia 
368  Washington  St.,  Boston 
301  Main  St.,  -  •  Buffalo 
212  Clark  St.,     •      Chicago 


All  Americas  wheelmen  who  desire  to  keep  themselyae 
p«ete<]  apon  matter*  concerning  the  cycle  in  Europe,  its  trade, 
laachaoics,  and  iport,  ihould  nibscribe  to 

THE  CYCLIST 

AND  BICYCLINfi  AND  TRICYCLING  TRADES  REVIEW. 

The  only  recoenixed  authority  of  English  trade  and  manufac- 
Mire.     Sent  poet  free  to  any  part  of  America  for  one  year,  $3.15. 

Atfoerican  manufacturer!  living  noveltiei  in  machinei  or  tan- 
dries  to  introduce  should  advertise  in 

THE    CYCLIST. 

Tanns  ob  apptieation  to 

lUPPE  SONS  &  STURMEV.  Ltd., 
1*  HwHord  Street,  Coventry,  EnKland. 

Nemtort  (f  th*  Amerioan  Trade  vlilting  Englmd  ar*  Invitad  to 
all  it  THE  0VCU8T  Offloa  at  Ocventry  or  at  3  Bt  Brid«  Strtat, 
Liigat   Olrovt,  le^don,  L  C. 


Through  Train  and  Car  Service  in 
effect  April  29,   1900. 

TWO  FAST  TRAINS 


"Chicago"  "North  Shore" 

Special  Special 

Via  Lake  Shore.    Via  Mich.  Cen. 


Lv.  Boston 

t0.4S  A.M. 

2.00  P.M. 

Due  Albany 

4.10  P.M. 

7.35     " 

"     Syracuse 

7.55       " 

11.25     " 

"    Rochester 

9.45      " 

1.15     " 

"     Buffalo 

11.40      " 

"     Toledo 

5.55  A.M. 

* 

"     Detroit 

8.25     " 

"     Chicago 

11.50      " 

4.00  P.M. 

"Chicago  Special"  has  through  Buffet  Library  Smoking  Car 
and  Dining  Car  to  Syracuse  and  from  Toledo  to  Chicago. 

"North  Shore  Special"  has  Dining  Car  to  Albany,  and  from 
St.  Thomas  to  Chicago.  Both  trains  run  daily  and  are  made 
up  of  the  most  modem  and  luxurious  vestibuled  Sleeping  Cars, 

For  other  service  west,  time  tables,  reservation,  etc.,  address 

A.  S.  HANSON,  Qen.  Pass.  Agt.,  Boston. 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles 

"  Motocycles  and  How  to  Manage 
Them  " 

is  the  very  book  you  need. 

Every  page  teaches  a  lesson.      Every  illustration 

"  speaks  a  piece." 

And  there  are  126  pages  and  41  pictures,  too 

Price,  jSi.oo. 
The  Goodman  Co.,  124  Tribune  Bldg.,  New  York. 


If  You  are  Interested  in  Automobiles, 

THE  MOTOR  WORLD 


Will  Interest  You. 


It's  readable, 
and  you  can  understand  what  you  read. 

Published  Every  Thursday 
at  123-5  Tribune  Bulldins,  New  York. 


.MISSISSIPPI 


VALLEY 


vS/'-V.  °  v%„«-*o,>  *  v°*o 


via  Eockf  ord,  Freeport,  Dubuque,  Independency 
Waterloo,  Webster  City,  Fort  Dodge,  KockwelJ 
Oity,  Denison  and  Council  Bluffs. 

DOUBLE  DAILY  SERVICE 

TO  OMAHA 

Buffet -library -smoking  cars,  sleeping  cars, 
tree  reclining  chair  cars,  dining  cars. 

Tickets  of  agents  of  I.  0.  K.  K.  and  connecting 
lines.  A.  H.  HANSON.  G.  P.  A..  Chicago. 

BOSTON  &  MAINE  R.R. 

LOWEST  RATES 
FAST  TRAIN  SERVICE 

■■TWnCM 

Boston  and  Chicago/ 

St.  Louis,  St.  Paul, 
Minneapolis 

and  all  points  West,  Northwest,  SouthweiC 

Pullman  Parlor  or  Sleeping   Car.s  on  all 
Through  trains. 

For  tickets  and  information  apply  at  any 
principal  ticket  office  of  the  company. 


D.  J.  FLANDERS,  Gen'l  Pass.  &  Tlekit  Aft. 


BOSTON. 


%i  per  Year 


Speamen  Copies  Gratic 


The  Best  Advertising  Medium 
for  the  Irish  Trade  is 

THE 
IRISH  CYCLIST 

Spcchnea  cixpy  and  advertising  rata  00 
application  to 

R.  J,  MECREDY  &  SON,  Ltd.,  Proprietors, 
49  rUddle  Abbey  St.,  DUBLIN. 


I 


"  The  new  Gaideii  of  Eden." 

UTAH 

AND 

SALT  LAKE. 

A  land  rich  in  minerals,  grains,  fruits 

and     vegetables,    developed     from    the 

sage   brush    by    industrious    and    intelli- 

gent labor;  a  city  unique  in  its  location     , 

and   its    character,  having   a    delightful 

climate  and  every  other  inducement  fora 

sojourn  there.     Reached  by  the  through 

connections  of  the 

NEW  YORK  CENTRAL  LINES. 

Four-Track   Series   No.  5,   "America's    Winter 

Resorts,"  sent  free,  on  receipt  of  a  two-cent  stamp, 

by  George  H .  Daniels  General  Passenger  Agent, 

Grand  Central  Station,  New  York. 

■THE- 


1 902  YALE 

IS   HANDLED    BY    REP- 
RESENTATIVE AGENTS 

Our  Catalogue  Showing  the 

12  VARIETIES 

is  Ready 


YOUR     ATTENTION    INVITED 
TO  A  BUSINESS  PROPOSITION 


The  Kirk  Mfg.  Co.,  Toledo,  Ohio 


167  Oliver  St.,  Boston,  Mass, 


83  Chambers  St.,  New  York 


Snell 


The 


Bicycle 

An    OLD    ESTABLISHED    NAME    PLATE 
on  a  COMPLETE  LINE  of  NEW  MODELS. 

Hussey 
Bar. 

Used  on  all  up-to-date  wheels  and  sold 
by  all  live  dealers. 


The 


THE  SNELL  CYCLE  FITTINGS  CO., 

Branches  :  New  York  and  Boston.  TOLEDO,   OHIO. 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell[ 

motor  bicycles, 

"  Motocycles  and   How  to  Man- 
age Them" 

is  the  very  book  you  need. 
Every  page  teaches  a  lesson.     Every  illustration 
"speaks  a  piece." 
,     And  there  are  126  pages  and  41  pictures,  tool 

Price,  $1.00 
Th«  Goodman  Co.,  134  Tribune  Bldg.,  New  York. 


■  "*  :;^  ■.•■<•-< r?*-^i^5^ 


Now  is  the  Time  to  Secure 

THE  1902  AGENCY 


FOR     THE 


RECOGNIZED  STANDARD  LINES  OF  BICYCLES 

New  Models.  New  Features. 

RACERS,  ROADSTERS,  CHAIN,  CHAINLESS,  CUSHION 

FRAMES,  TANDEMS,  JUVENILES 

Ranging   in   prices   from   $20.00.  to   $80.00. 

AGENCY  UNESs 

ia,    Cleveland.    Crescent. 
Imperial,  Monarch,  Rambler, 
Tribune,  Fay  Juveniles 


OUR  AGENCY   IS  VALUABLE. 


OUR  PROPOSITION   INTERESTING. 


OUR  PRICES  ARE  RIGHT. 


K 


Special  lines  for  THE  JOBBING  TRADE,  inciuding  sucli  weil-known  brands  as 

Crawford,  Geneva,  Waverley,  Stormer 

Travelers  are  now  covering  the  territory  with  a  full  line  of  sundries  and  a 
proposition  that  is  exceedin&:ly  interesting. 

Our  SELLING  DEPARTMENTS  handle  every  standard  sundry  known  to  the  trade  at  lowest  prices. 
Write  to  Department  controUing  your  territory  for  catalogues,  prices,  terms,  etc. 

American  Cycle  Mfg.  Company 


EASTERN  SALES  DEPT 

152-154  Franklin  St.,  NEW  YORK 

Controlling  Maine,  New  Hampshire,  Vermont,  Mass- 
achutts,  Rhode  Island,  Connecticut,  New  Jersey, 
Delaware,  Maryland,  District  of  Columbia,  Virginia, 
North  Carolina,  South  Carolina,  Georgia  .  Florida, 
Pennsylvania,  east  of  but  not  including  Potter,  Cam- 
eron, Clearfield,  Cambria  and  Somerset,  Counties, 
and.  New  York  east  of  bat  not  including,  Monroe, 
Ontario,  Yates  and  Steuben  Counties. 


WESTERN  SALES  IDEPT 

497-501  Wells  St..  CHICAGO,  ILL. 

Controlling  Pennsylvania,  west  of  and  including  Potter, 
Cameron,  Clearfield,  Cambria  and  Somerset  Counties ; 
New  York  west  of  and  including  Monroe,  Ontario, 
Yates  and  Steuben  Counties;  West  Virginia,  Ken- 
tucky, Tennessee,  Alabama,  Mississippi,  Ohio,  In- 
diana, Illinois,  Michigan,  Wisconsin,  Minnesota,  Iowa, 
Missouri,  Arkansas,  Louisiana,  North  Dakota,  South 
Dakota,  Nebraska,  Kansas,  Oklahoma  Territory,  In- 
dian Territory,  Texas.  Montana,  Wyoming,  Colorado, 
New  Mexico,  Idaho,  Utah. 


PACIFIC  COAST  BRANCH 

451  Mission  St., 
SAN  FRANCISCC^CAL. 

ControlHog  Washington,  Oregon,  California,  Nevada, 
and  Arizona. 


a  ? 


atont,  onj^.^^.erlor 


De? 


^m 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW. 

In  which  is  incorporated  "The  Wheel  and  Cycling  Trade  Review"  and  the  "American  Cyclist." 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  Maceh^S 


COLOSSAL  FRAUD  IN  CHICAGO 


Clever  Scoundrels  Make  Many  Purchases 
and  Then  Vanish — Assets :  One  Bag. 


"Did  you  sell  Wheaton  &  Smith?" 

This  question  was  first  asked  early  dur- 
ing the  recent  Detroit  show.  As  the  week 
wore  on  it  became  something  of  a  joke,  so 
often  was  it  asked,  and  was  carried  to  the 
Chicago  automobile  show,  which  was  at- 
tended by  quite  a  gathering  of  cycle  trades- 
people. 

The  question  was  led  up  to  by  some  below 
cost  quotations  on  Solar  lamps,  for  which 
the  makers  could  not  account.  D.  J.  Post, 
of  the  Post  &  Lester  Company,  was  first 
to  hear  of  the  quotation.  He  called  it  to 
the  attention  of  L.  J.  Keck,  of  the  Badger 
Brass  Manufacturing  Company,  and  by  a 
process  of  elimination  they  narrowed  the  cut 
down  to  a  new  Chicago  firm,  styling  them- 
selves Wheaton  &  Smith,  and  doing  busi- 
ness at  No.  307  Wabash  avenue.  Post  also 
had  sold  them  goods,  and  inquiry  at  Detroit 
developed  that  many  others  present  had  done 
likewise. 

When  Chicago  was  reached  investigation 
was  instituted  that  resulted  in  uncovering  a 
steal  of  colossal  proportions.  It  developed 
that  the  firm  had  made  large  purchases,  not 
only  from  nearly  all  manufacturers  and  job- 
bers of  cycle  sundries,  but  had  bought  goods 
of  all  kinds  in  all  directions,  reshipping  the 
stuff  as  fast  as  it  was  received.  The  goods 
were  all  purchased  on  thirty  days'  time,  the 
first  bill  falling  due  March  5. 

At  the  first  suspicion  of  trouble  the  firm 
itself  vanished,  a  stenographer  only  being  in 
evidence  at  the  Wabash  avenue  address. 
The  only  "available  asset  was  a  punching 
bag  and  a  desk,  a  search  of  which  brought 
to  light  papers  showing  that  the  firm  had 
purchased  not  only  cycles  and  sundi'ies,  but 
several  tons  of  hay  and  cotton  waste  and 
large  bills  of  agateware,  rugs,  laces,  guns 
and  sporting  goods  and  rubber  goods  of  all 
kinds,  in  fact,  almost  everything  conceiv- 
able. 

Later  a  warehouse  was  discovered  but 
nothing  of  value  was  found,  but  a  constable 
was  placed  in  charge  and  detectives  were 
immediately  placed  on  the  track  of  the  prin- 
cipals and  of  one  Guild,  who  posed  as  the 


buyer.    A  receiver  also  was 
appointed. 

The  firm  had  been  doing  a 
goods  business  at  the  address 
year  and  was  composed  of  Messr 
Smith,  and  a  silent  partner,  W.  M 
The  latter  was  formerly  a  United  States 
commissioner,  and  was  said  to  represent  a 
client.  It  later  developed  that  the  client 
was  a  man  named  Paulson,  who  is  at  pres- 
ent under  sentence  for  fraudulent  dealings 
of  a  similar  nature.  The*  firm  was  rated  at 
$70,000  good  in  Dun's.  On  February  4,  how- 
ever, $35,000  of  this  was  withdrawn  by  Mr. 
Booth  or  his  client,  and  the  rating  was  cut 
in  half.  The  report  was  good  enough,  how- 
ever, to  induce  the  various  firms  to  ship 
goods  readily  on  thirty  days'  time,  and  as 
most  of  the  goods  were  bought  within  the 
past  thirty  days  nothing  could  be  done.  A 
bill  of  Post  &  Lester,  however,  came  due  on 
March  5  and  combined  action  was  taken  as 
above,  the  interested  parties  having  put  up 
a  $2,000  bond.  It  is  the  intention  of  the 
victims  to  press  the  criminal  charge  if  any 
of  the  members  are  caught. 


No.  24 


AGAIN  GOES  UP 


e  Prices  are  Sharply  Ad- 
eged  Cause  of  the  Rise. 


Is  Now  a  Corporation. 

W.  Smalley  Daniels  having  disposed  of 
his  interests,  the  business  of  Smalley  &  Dan- 
iels, Grand  Rapids,  Mich.,  has  been  taken 
over  by  the  W.  B.  Jarvis  Company,  Ltd.; 
capital,  $25,000. 

The  new  company  will  be  under  the  man- 
agement of  Mr.  Jarvis,  who  has  associated 
with  him;  C.  B.  Kelsey,  cashier  of  the 
People's  Saving  Bank,  as  chairman;  James 
Bayue,  of  the  Bayne  Photo  and  Engraving 
Company,  as  secretary,  and  a  number  of 
prominent  business  men  and  sportsmen  of 
Grand  Rapids. 

Witli  largely  increased  capital,  it  is  the 
intention  of  the  new  company  to  increase 
their  business,  both  wholesale  and  retail,  in 
bicycles,  sundries  and  sportsmen's  goods. 
The  State  will  be  regularly  covered  by  trav- 
elling salesman. 

Mr.  Jarvis,  who  is  also  treasurer  of  the 
new  company,  has  been  identified  with  this 
line  of  business  for  the  past  fifteen  years  in 
Grand  Rapids. 


J.  C.  Plimpton,  of  J.  C.  Plimpton  &  Co., 
Liverpool,  is  in  the  city.  It  is  understood  he 
has  a  deal  of  considerable  magnitude  on 
tapis. 


at  is,  Shelby  tubing,  has  been 
again  advanced.  On  small  lots  the  new  price 
is  particularly  stiff. 

Although  it  was  denied  at  the  time,  the 
Bicycling  World  some  three  weeks  since  fore- 
told the  increase,  so  that  its  imposition  at 
this  time  is  scarcely  in  the  nature  of  a  sur- 
prise. 

It  is  the  third  advance  made  since  the 
Shelby  Steel  Tube  Co.  was  absorbed  by  the 
United  States  Steel  Corporation,  and  it  is  be- 
lieved that  the  top  notch  has  been  reached. 

"But,  "there's  no  telling,"  as  the  saying 
goes. 

According  to  an  informant,  who  is  cer- 
tainly worthy  of  trust,  the  billion  dollar  steel 
corporation  is  taking  no  chances.  Its  oflicials' 
not  only  expect  each  of  the  constituent  com- 
panies to  earn  a  dividend,  but  actually  name 
the  dividend.  The  Shelby  Co.,  for  instance, 
has  been  set  to  earn  substantial  dividends  on 
both  its  common  and  preferred  shares,  and 
the  figures  laid  down  are  such  that  its  heads 
will  be  put  to  it  to  "make  good"  and  presei-ve 
their  reputations  and,  perhaps,  their  posi- 
tion. 

The  successive  advances  in  thep  rice  of 
tubing  are  ascribed  to  this  policy,  which  is  in 
substance,  "Earn  dividends;  never  mind  the 
menas,  but  earn  them." 


Royal  Conies  to  New  York. 

The  Royal  Motor  Works  is  no  longer  of 
Chicopee  Falls,  Mass.  It  is  now  of  New 
York,  oflaces  in  this  city  having  been  estab- 
lished last  week  at  29-33  West  Forty-second 
street.  The  first  run  of  the  Royal  motor  bi- 
cycles was  quickly  taken  by  waiting  pur- 
chasers, and  the  second  batch,  with  which 
some  delay  was  experienced,  is  promised  for 
next  week,  and  thereafter  Royals  will  come 
through  regularly. 


Bell  nechanism  in  Court. 

Suit  has  been  brought  in  the  United  States 
Circuit  Court  at  Hartfoi'd  by  the  New  De- 
parture Mfg.  Co.  against  Starr  Bros.  Bell  Co. 
and  N.  N.  Hill  Brass  Co.  for  alleged  infriuge- 
ment  of  certain  New  Departure  patents.  The 
chief  point  involved  is  the  striking  mechan- 
ism as  applied  to  bicycle  bells. 


/ 


628 


THE  BICYCLING  WORLD 


FOR  FREE  MOTOR  BICYCLES 


All  the  Qood  old  QameA  are  Being  Revived 
and  Reworked— Some  of  Them. 


"If  the  efforts  to  get  motor  bicycles  with- 
out paying  for  them  is  any  criterion,  the  de- 
mand miiy  be  said  to  have  already  pretty 
well  established  itself."  remarked  Henry 
Van  Arsdale.  the  New  York  representative 
of  the  Wisconsin  Wheel  Works,  to  a  Bi- 
cycling World  man  the  other  day. 

"They  are  Avorking  all  the  time  honored 
games  to  get  them.  In  one  week  recently 
we  had  four  requests  of  the  sort,  every  one 
vt  them  telling  us  what  a  splendid  adver- 
tisement it  would  be  did  we  but  place  one  of 
our  motor  bicycles  at  the  disposal  of  each 
particular  writer. 

"One  man  was  going  abroad,  and  thought 
he  could  work  up  many  orders  for  us.  A 
New  York  society  man  wrote  us  that  his 
standing  and  influence  in  the  fashionable 
world  and  in  club  and  military  circles  would 
make  the  gift  of  a  motor  bicycle  particularly 
profitable.  He  spun  out  a  list  of  the  clubs 
of  which  he  is  a  member  that  would  fairly 
stagger  the  maker  who  was  giving  away 
goods.  One  of  the  'touches'  was,  of  course, 
from  a  racing  man.  The  fourth  was  from  a 
one-legged  rider,  who  impressed  on  us  the 
■v\  ide  advertising  and  flow  of  orders  that  fol- 
low his  riding  of  our  bicycle;  the  'fact'  that 
the  public  would  all  rush  for  motor  bicycles 
when  they  saw  how  easily  they  could  be  rid- 
den and  handled  even  by  riders  with  only  one 
leg  was  unfolded  at  great  length,  and  it 
should  have  impressed  us,  even  it  if  didn't. 

"Yes,  sir,  you  may  say  that  the  motor  bi- 
cycle is  getting  on  famously." 


Echo^of  the  Boom. 

A  reminder  of  times  that  were  is  furnished 
m  a  recent  sale  at  public  auction  of  the 
Mannesmann  Cycle  Tube  Works,  at  Adams, 
Mass. 

The  plant  was  bid  in  by  Register  of  Pro- 
bate Fred  R.  Shaw  for  the  sum  of  $2.5,500. 
Mr.  Shaw  was  present  in  the  interest  of  the 
town  of  Adams,  which  has  a  claim  on  the 
property  for  $13,000  for  back  taxexs. 

As  it  stands  at  the  present  the  property  is 
in  the  name  of  Mr.  Shaw,  who  made  a  de- 
posit and  took  a  receipt  for  the  same.  The 
sale  will  have  to  be  confirmed  by  the  New 
York  Bankruptcy  Court.  This  is  because  of 
the  fact  that  it  did  not  bring  75  per  cent,  of 
the  appraised  value  of  the  property.  The 
court  will  meet  in  New  York,  when  the  mat- 
ter will  be  brought  up. 

At  present  there  are  no  plans  as  to  the  dis- 
position of  the  property.  Between  now  and 
next  month  the  attorney  and  the  selectmen 
of  the  town  will  have  a  conference,  at  which 
time  something  definite  will  be  arrived  at. 

The  property  at  first  was  divided  into  six 
lots,  because  some  wanted  to  bid  on  one 
thing  and  some  on  another,  and  to  see  if  the 
sale  would  amount  to  as  much  as  if  it  were 


sold  in  a  lump.  The  total  of  the  six  sales 
was  only  a  little  over  $14,000,  while  for  the 
entire  plant  the  above  price  was  brought. 
The  amount  realized  will  clear  up  the  ex- 
penses in  the  several  bankruptcy  courts  and 
will  pay  the  bill  of  the  town  and  leave  a 
little  to  be  divided  up  among  the  creditors, 
of  which  there  are  many  in  the  town  of 
Adams. 

Merteles  Comes  Back. 

Theodore  F.  Merseles,  confidential  assist- 
ant to  the  president  of  the  American  Bicycle 
Co.,  returned  last  week  from  a  visit  of  sev- 
eral weeks  which  embraced  both  England 
and  the  Continent.  He  reports  the  cycle 
trade  in  the  several  countries  which  he  vis- 
ited as  being  in  a  splendid  condition,  and  the 
outlook  for  American  bicycles  abroad  as  be- 
ing distinctly  improved  and  more  favorable 
than  for  several  years  past. 

While  absent  he  instituted  several  changes 
and  economies  affecting  the  A.  B.  C.'s  for- 
eign business.  Chief  of  these  was  the  aban- 
donment of  Paris  as  a  distributing  point. 
The  branch  there  will  be  continued,  but  the 
surplus  stock  will  be  hereafter  warehoused 
in  Havre,  thereby  saving  several  items  of 
expense.  The  depot  in  Hamburg  will  be 
maintained  as  heretofore. 


USED  "U.  S.  A"  m  FRAUb 


How  a  French  Firm  Cleverly    Pirated  an 
English  Trademark  and  got  Into  Coura. 


Marconi  on  Motor  Bicycles. 

Although  the  fact  has  generally  escaped 
remark.  Signer  Marconi,  of  wireless  fame, 
is  a  motor  bicyclist.  He  drew  attention  to 
the  fact  at  the  dinner  of  the  Automobile  Club 
of  America  in  this  city  on  Friday  last.  He 
detailed  how  he  had  applied  a  wireless  tele- 
graph outfit  to  his  automobile  and  sent  dis- 
patches to  his  home  when  thirty  miles  dis- 
tant. "But,"  he  added,  "I  have  done  iiothing 
of  the  sort  with  my  motor  bicycle.  I  find 
that  it  gives  me  plenty  to  do  as  it  is." 


Scherer  Incorporates. 

Articles  of  association  have  been  filed  by 
H.  Scherer  &  Co.,  Detroit,  Mich.,  with  a  capi- 
tal stock  of  $200,000,  all  paid  in.  It  Is  di- 
vided into  20,000  shares  of  the  value  of  $10 
each.  Hugo  Scherer  has  12,000  shares;  Clara 
S.  Scherer,  4,000  shares,  and  F.  E.  Wads- 
worth,  4,000  shares.  The  company  handles 
carriage  goods,  iron  and  steel  and  wholesale 
bicycles.  

Henshaw  With  Auto-Bles. 

C.  S.  Henshaw  has  engaged  with  the  Buf- 
falo Automobile  and  Auto-Bi  CO.,  and  will 
probably  travel  New  England.  He  last  year 
traveled  New  York  Sta,te  for  the  same  con- 
cern. Henshaw  is  no  slouch  when  it  comes 
to  motors  or  motor  bicycles,  and  he  should 
therefore  be  able  to  give  a  good  account  of 
himself.  

Where  Mail-Orders  Irritate. 

The  veteran  Prince  Wells,  of  Louisville, 
Ky.,  who  is  now  one  of  the  largest  .iobbers 
in  the  South,  is  among  the  many  who  report 
a  marked  renewal  of  ej'cling  interest  and 
demand.  Mail  order  competition  afflicts  the 
Southern  counti-y,  he  says,  but  while  suf- 
ficient to  constitute  an  irritation,  it  is  not 
particularly  serious. 


The  Court  of  the  9ivil  Tribunal  of  St. 
Etienne,  in  the  department  of  Lyons,  recent- 
ly decided  a  case  which  developed  a  clever 
piracy  in  which  two  good  names  were  taken 
in  vain,  the  abbreviation  "U.  S.  A."  being 
used  to  hide  the  fraud. 

The  plaintiffs  were  the  Birmingham  Small 
Arms  Co.,  Ltd.,  of  England,  and  the  de- 
fendants a  French  firm  of  cycle  fittings  man- 
ufacturers trading  under  the  name  of  Pons 
&  Gauvin,  at  St.  Etienne  and  Lyons.  The 
defendants  had  been  marking  fittings  of  their 
manufacture  with  a  device  consisting  of 
three  lines  arranged  in  the  form  of  a  tripod, 
and  having  thereunder  the  letters  "U.  S.  A.," 
and  the  plaintiffs,  who  are  the  owners  of  the 
well  known  trademark  of  three  piled  rifles 
combined  with  the  letters  "B.  S.  A.,"  insti- 
tuted the  proceedings  for  an  injunction  (with 
costs  and  damages)  to  restrain  the  defend- 
ants in  the  use  of  this  mark  on  the  ground 
that,  having  regard  to  the  manner  in  which 
the  same  was  applied  to  the  goods,  it  consti- 
tuted a  colorable  imitation  of  the  B.  S.  A.  fit- 
tings, whereas  they  were  really  obtaining 
those  of  Pons  &  Gauvin's  make. 

After  hearing  all  arguments  judgment  was 
delivered  on  the  4th  in  favor  of  the  plain- 
tiffs, who  obtained  the  injunction  sought 
for,  -with  damages  and  costs;  in  addition,  the 
court  ordered  that  all  the  defendants'  fittings 
bearing  the  infringing  mark  should  be  con- 
fiscated, and  that  defendants  should,  at  their 
own  cost,  advertise  the  judgment  of  the  court 
in  certain  French  papers. 


Demand  Pleases  De  Long. 

It  ig  undoubted  that  the  De  Long  motor 
bicycle,  devoid,  as  it  is,  of  visible  tanks, 
coils,  batteries  and  the  like,  is  a  machine 
to  command  attention.  That  it  is  command- 
ing attention  a  personal  line  from  Manager 
De  Long,  of  the  Industrial  Machine  Co.,  at- 
tests: 

"Business  is  rolling  in,"  he  says,  "and  the 
demand  is  fully  up  to  my  expectations. ' 

"I  find  the  Bicycling  World  a  good  paper 
to  advertise  in,"  he  adds.  "It  has  brought 
us  a  great  deal  of  correspondence  regarding 
our  machine."     

"Mas-Been"  in  Bankruptcy. 

An  echo  of  cheap  bicycle  construction  was 
heard  in  the  United  States  District  Court  at 
Chicago  on  Wednesday  of  last  week,  when 
debts  amounting  to  $90,100,  contracted  in 
connection  with  the  Standard  Cycle  Works, 
were  scheduled  in  a  petition  in  bankruptcy 
filed  by  William  W.  Vernon.  The  petitioner 
was  a  director.  

Among  the  Eastern  visitors  the  week  past 
were  T.  H.  B.  Varney  and  E.  E.  Stodard,  of 
Dunham,  Carigan  &  Hayden,  of  San  Fran- 
cisco. They  report  the  bicycle  business  on 
the  Coast  In  a  flourishing  condition. 


w. 


FOR  A  COASTING  CONTEST 

Big  Ev«nt  of  the  Sort  on  Tapis— Hay  be 
run  on  Riverside  Drive. 

If— and  it  must  be  admitted  that  it  is 
rather  a  large  "if"— the  Parli  Commission- 
ers of  New  York  are  as  generous  as  their 
colleagues  in  Brooklyn  the  Metropole  Cy- 
cling Club,  which  set  out  to  add  interest  to 
cycling,  will  hold  a  coasting  contest  <.n  the 
famous  Riverside  Drive. 

But  whether  or  no  the  necessary  per?uis- 
sion  is  obtained,  the  projected  event  has  al- 
ready secm-ed  for  the  bicycle  and  for  the 
coaster  brake  more  publicity  than  they  have 
been  securing  of  late  years. 

The  application  to  the  Park  ComniKsfdne'rs 
was  made  by  A.  G.  Ibbekin,  chairman  of  the 
committee  in  charge  of  the  event,  and  for  the 
suggestions  it  conveys  to  men  in  other  ph-ces 
it  is  here  reproduced: 

"As  chairman  of  a  committee  of  this  c'ub 
commissioned  to  conduct  a  coasting  contest 
on  May  3  or  10  next,  I  am  seeking  an  acces- 
sible course  for  the  event.  In  this  connec- 
tion the  accessibility  and  desirability  of  Riv- 
erside Drive  have  occurred  to  me,  and,  be- 
fore proceeding  further,  I  beg  to  inquire 
whether  it  is  within  your  pleasure  or  author- 
ity to  permit  us  to  hold  the  contest  (>n  one 
of  the  roadways  of  that  drive. 

"While  I  am  aware  that  there  is  a  rule  of 
long  standing  prohibiting  coasting,  it  was  en- 
acted when  it  was  necessary  that  feet  be  re-_ 
moved  from  the  pedals  and  before  the 
coaster  brake  came  into  general  'ose.  With 
this  device,  as  you  may  be  aware,  the  cy- 
clist coasts  with  feet  on  pedals  and  wheel 
under  complete  control,  the  merest  back 
pressure  on  the  pedals  applying  the  brake 
and  bringing  the  bicycle  to  a  stop. 

"With  these  altered  conditions  in  ijiind,  it 
seems  possible  that  you  may  be  able  to  see 
your  way  clear  to  grant  the  desired  permis- 
sion, and  thereby  enable  us  to  hold  i.he  con- 
test on  a  public  pleasure  ground  accessible 
to  all.  We  feel  sure  that  it  will  prove  one 
of  interest  and  entertainment  to  thousands 
of  our  citizens." 

In  backing  up  the  request  one  of  the  club 
officials  said: 

"If  the  Brooklyn  Park  Commissioii'ifs  can 
give  over  a  Brooklyn  parkway  for  a  bicycle 
race  or  for  automobile  speed  trials,  as  they 
have  done,  and  no  harm,  but  much  enter- 
tainment for  thousands  of  Brooklynites  re- 
sulted, precedents  for  our  lequest 
and  for  favorable  action  by  the  New  York 
authorities  certainly  are  not  lacking.  Mr. 
Ibbekin's  application  explains  what  we  most 
desire— an  accessible  course— and,  as  the 
coasting  contest  is  open  to  all  and  is  in  no 
sense  a  money  making  affair,  but  simply  re- 
flects the  renewed  interest  in  cycling  that  is 

daily  becoming  more  apparent,  it  seems  to 

me  that  the  Park  Commissioners  can,  with- 
•  out  loss  of  dignity  or  without  treading  on 

any  one's  corns,  grant  our  application.    As  a 

coasting  contest  does  not  mean  a  crowd  of  a 


THE  BICYCLING  WORLD 

hundred  or  half  hundred  barelegged  riders 
dashing  at  full  speed  the  full  length  of  the 
drive,  but  means  only  several  heats  of  not 
more  than  two  men  gliding  down  a  hill  and 
gradually  coming  to  a  stop,  I  cannot  see  that 
any  one  will  be  shocked  or  offended  in  any 
way.  Since  coaster  brakes  came  into  use 
the  park  rule  against  coasting  has  been  a 
dead  letter,  anyway." 


62^ 


PRINCE  BUYS  A  BICYCLE 


Unusual  Suit  Settled. 

Chicago,  March  6.— A  decision,  said  to  be 
the  first  of  its  kind  in  this  country,  and  hav- 
ing as  one  of  its  few  parallels  the  celebrated 
English  case  of  Allen  against  Flood,  which 
was  decided  by  thirteen  judges  in  the  House 
of  Lords  two  years  ago,  was  rendered  by  the 
Appellate  Court  to-day,  in  the  appeal  taken 
by  the  London  Guaranty  and  Accident  Co. 
froni  a  judgment  secured  against  it  for  $800 
by  Gustav  Horn. 

Horn  sued  the  company  on  the  ground  that 
it  had  wrongfully  persuaded  Ai-nold,  Schwinn 
&  Co.,  bicycle  manufacturers  for  whom  he 
worked,  to  discharge  him.  According  to  the 
Appellate  Court  the  company  is  liable,  and 
the  judgment  of  the  lower  court  is  affirmed. 

The  insm-ance  companj^  has  a  policy  for 
$5,000,  in  favor  of  Arnold,  Schwinn  &  Co., 
by  which  the  latter  were  insm-ed  against  loss 
from  legal  liability  arising  on  its  premises  to 
employes  and  others.  On  January  7,  1899, 
Horn  was  injured  while  engaged  at  his  work, 
and  sued  his  employers.  On  June  26,  1899, 
it  was  alleged,  upon  the  demand  of  the  in- 
surance company,  accompanied  by  a  threat 
that  it  would  cancel  the  policy  unless  its  de- 
mand was  complied  with,  Arnold,  Schwinn 
&  Co.  discharged  Horn. 


No  More  "Trading"  in  Philadelphia. 

Philadelphia  bicycle  dealers  have  taken 
by  the  horns  the  matter  of  accepting  old 
machines  as  part  payment  on  new  ones.  The 
dealers  have  got  together  and  signed  an 
agreement  whereby  the  only  consideration 
that  will  be  accepted  in  selling  a  new  ma- 
chine will  be  the  coin  of  the  realm. 

Customers  having  old  machines  to  dispose 
of  can  place. them  in  the  hands  of  the  deal- 
ers, who  will  sell  them,  acting  as  brokers 
only,  and  turn  the  proceeds  over  to  the 
owner.  

Return  of  the  Ripper. 

Last  Friday  the  Electric  City  Cycle  Co.,  of 
Buffalo,  N.  Y.,  was  incorporated  with  a  cap- 
ital of  $10,000.  The  directors  are  Giles  Mei- 
nell  and  V.  E.  Ripper,  of  Buffalo,  and  W.  H. 
Ives,  of  Addison.  Messrs.  Ripper  and  Ives 
are  well  known  in  the  trade.  Mr.  Ripper 
was  formerly  in  business  in  Buffalo,  and 
after  earning  a  reputation  as  a  cutter  of 
prices  failed.  Mr.  Ives  was  manager  of  the 
Empire  State  Cycle  Co. 


HiSjRoyal  Highness  Selects  a  Chalnless- 
Rumpus  in  Germany  may  Result. 


League  fleet  at  Atlantic  City. 

According  to  reports  from  Boston,  Atlantic 
City,  N.  J.,  has  been  selected  as  the  place  for 
the  next  annual  L.  A.  W.  meet.  The  date 
has  not  been  set,  the'  arrangements  being 
left  to  a  committee  of  Philadelphians. 


If  the  "tons  of  food  and  oceans  of  drinks" 
of  which  Prince  Henry  and  his  suite  dis- 
posed while  in  this  country  did  not  convince 
the  cycling  world  that  they  were  brave  men, 
one  of  their  last  acts  before  sailing  should 
caiTy  conviction.  They  purchased  and  took 
with  them  two  American  bicycles,  both  Co- 
lumbia chainlesseSf,  fitted  with  coaster 
brakes. 

The  sale  was  made  on  Monday  by  Elliott 
Mason,  the  veteran  manager  of  the  Columbia 
branch  in  this  city.  One  of  the  bicycles  was 
delivered  aboard  the  Hohenzollern,  the  im- 
perial yacht,  the  other  to  the  Deutchland,  on 
which  the  Prince  sailed. 

The  bicycles  were  purchased  in  the  name 
of  Lieut.-Commander  Von  Egidy,  the  Prince's 
personal  aide;  the  other  in  the  name  of  Lieut. 
Schmid  von  Schwind..  The  former,  which 
had  a  24-inch  frame  and  74  gear,  is  under- 
stood to  be  for  the  Prince's  personal  use. 
Full  price  was  paid  for  both,  $80  each,  the 
check  being  drawn  by  the  imperial  bankers 
in  this  city,  Ladenburg,  Thalman  &  Co. 

In  the  natural  order  of  things,  when  news 
of  the  purchases  reaches  Germany,  a  mighty 
howl  should  go  up,  since  the  German  cycle 
trade  has  been  rabidly  anti-American  and 
has  lost  no  opportunity  to  create  sentiment 
against  the  American  product.  Manufact- 
m-ers  an  dealers  alike  have  joined  in  the 
crusade.  Great,  spread-eagle  ads.  have  been 
printed  warning  Germans  against  American 
bicycles,  agents  who  handled  them  were  de- 
rided and  refused  credit,  and  papers  that 
printed  American  advertisements  have  been 
boycotted.  Indeed,  nothing  has  been  too  vile 
to  be  left  unsaid  or  undone.  With  this  situ- 
ation in  mind,  it  may  be  readily  imagined 
the  fury  that  will  be  aroused  when  it  is 
known  that  American  bicycles  are  in  use  by 
even  the  royal  household. 


What  Kelleher  Says. 

J.  J.  Kelleher,  who  has  been  traveling  New 
York  and  a  part  of  New  Jersey  in  the  inter- 
ests of  the  Waltham  Mfg.  Co.,  was  in  New 
York  last  week. 

"If  New  Jersey  and  Pennsylvania  prove  as 
good  as  New  York,"  he  answered  in  reply  to 
the  time  honored  question,  "the  Orient  peo- 
ple will  have  no  complaint  to  make.  Every- 
where trade  appears  to  be  looking  up,  and 
dealers,  generally  speaking,  are  hopeful  and 
full  of  renewed  confidence. 

"I  think  that  not  a  little  of  this  is  due  to 
the  Bicycling  World,"  he  added.  "You  have 
done  good  work  in  helping  roll  away  the 
clouds  and  placing  the  trade  in  its  proper 
light."  

Elkes  Qoes  Abroad. 

Harry  Elkes  sailed  for  Europe  on  Thurs- 
day last.  He  will  do  most  of  his  racing  in 
Paris,  but  expects  to  return  to  this  country 
in  June. 


iiiM  metrmtii  i   i^ 


630 


THE  BICYCLING  WORLD 


IT    WAS    A    NATIONAL    CHAINLESS    THAT    PAYNE    RODE 


NATIONAL  CYCLE  MFQ.  COMPANY, 

BAY  CITY,  MICHIGAN. 


^FISK  TIRES^ 

will  always  be  made  in  the  same 
careful  manner,  only  of  best  ma= 
terial  and  by  skilled  workmen.  •/ 

THEY  WILL  ALWAYS  BE  THE  HIGHEST  GRADE. 


FI5K  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 


BRANCHES: 

NEW  YORK.  PHILADELPHIA,  SYRACUSE, 

83  Chambers  St.  916  Arch  St.  423  So.  Clinton  St. 

BUFFALO,  DETROIT,  CHICAOO,  SAN  FRANCISCO, 

28  W.  Qenesee  St.  252  Jefferson  Ave.  54  State  St.  114  Second  St.  . 


BOSTON,  SPRINGFIELD, 

604  Atlantic  Ave.  40  Dwight  St 


THE  BICYCLING  WORLD 


63 1 


-THE 


FOUNDED^ 
•187: 

anc»;v%^OCYCLE  REVlEWi*^ 

In  which  is  Incorporated 
'  .ne  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 
By 

THE  GOOOMaN  e©MPaNY, 

133'125  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


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Invariably  in  Advance. 

Postage  stamps  will  be  accepted  in  payment  for  subscripiions, 
but  rijt  for  advertisements.  Checlcs.  Drafts  and  Money  Orders 
should  be  made  payable  to  The  Goodman  Company. 


Entered   as  second-class  matter  at   the  New  York,  N.  Y., 
Post  Office,  September,  igoo. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

^W  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication. 

^W  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


Niw  York,  March  13,  1Q02. 

The  ••  Trading  "  Proposition. 

Most  radical  is  tlie  action  reported  from 
Philadelphia  in  the  dealers  of  that  place  sign- 
ing an  agreement  to  do  away  with  the  trad- 
ing of  bicycles.  If  there  has  been  one  thing 
more  than  another  to  upset  calculations  in 
the  matter  of  the  year's  profits  with  bicycle 
dealers  it  has  been  the  trading  in  of  old  ma- 
chines as  part  payment  on  a  new  mount. 

While  it  is  true  that  other  lines  of  retail 
business,  such  as  pianos,  typewriters  and 
sewing  machines,  are  carried  on  with  more 
or  less  success  in  this  direction,  it  is  also 
true  that  these  lines  have  certain  fixed  rules 
to  go  by  that  have  never  obtained  in  bicycle 
selling.  Tha~t  is,  in  typewriters,  for  instance, 
a  certain  line  of  defined  makes  are  classified 
by  their  numbers,  anj  when  a  salesman 
meets  with  a  trading  proposition  he  knows 
just  how  much  to  allow.  With  the  bicycle, 
however,  this  has  not  been  possible,  and  the 
result  has  been  to  upset  the  calculations  of 
many  a  dealer,  particularly  at  the  time  when 
prices  were  malsing  material  changes  in  any 


two  seasons.  Had  there  been  only  standard 
malies  on  the  marlcet  matters  would  liave 
been  better,  but  tlie  flooding  of  the  country 
witli  mail  order  bicycles  added  to  the  uuccm-- 
tainties  and  complications. 

So  far  as  Philadelphia  is  concerned,  the 
whole  thing  has  been  simplified  in  a  direct 
manner.  Hereafter  when  a  rider  wishes  to 
purchase  a  new  bicycle  ne  will  be  obliged  to 
buy  outright  in  place  of  turning  in  as  part 
payment  an  old  machine  for  a  new  one.  The 
dealers  will  talie  wheels  at  any  time  and 
place  them-  on  sale,  if  the  riders  so  desire, 
and  as  a  result  customers  really  stand  a 
chance  to  get  more  money  than  they  other- 
wise would,  as  they  will  frequently  sell  for 
more  money,  than  the  dealer  could  offer  to 
pay  and  talie  all  the  chances. 


Helpful  Advertising. 

Now  that  ,the  selling  season  is  opening 
and  a  feeling  of  renewed  faith  and  cheerful- 
ness has  succeeded  the  depression  caused  by 
the  literal  drowning  of  last  year's  business, 
no  opportunity  should  be  neglected  to  imbue 
the  public  with  the  renewal  of  cycling  in- 
terest. 

It  is  "in  the  air"  that  an  unusually  good 
year  is  ahead.  Not  only  does  trade  orders 
and  trade  talk  indicate  it,  but  inquiry  of  ex- 
cyclists  serves  to  bring  out  that  outside  of 
trade  circles  the  desire  and  intention  to  re- 
sume cycling  is  of  unusual  proportions. 

If  makers  and  dealers  will  but  realize  it 
they  can  do  much  in  their  advertising  to 
spread  and  help  along  the  idea  or  existing 
impression.  Elsewhere  in  this  issue  we  pre- 
sent some  suggestions  for  local  advertise- 
ments that  make  for  this  end.  They  are  ca- 
pable of  unlimited  adaptation  and  will  prove 
as  good  in  one  place  as  in  another. 

Advertisements  along  these  lines  should 
not  only  do  something  toward  minimizing 
the  effects  of  the  "craze"  and  toward  plac- 
ing bicycles  and  bicycling  in  their  true  light, 
but  are  shaped  to  create  or  renew  cycling 
interest  in  the  public  mind. 


Imitating  the  Ostricli. 

It  is  quite  natural  that  the  British  press 
should  find  cause  for  jubilation  in  England's 
having  passed  America  in  the  matter  of 
cycle  exportations  during  the  year  1901.  It 
is  such  an  isolated  instance  that  the  joy  is 
all  the  keener,  and  has  again  brought  to  the 
surface  the  peculiar  ostrichlike  trait  that  ap- 
pears a  part  of  the  British  nature. 

Thus,  in  congratulating  its  people  on  the 
state  of  affairs,   Cycling  reiterates  that  oft 


repeated  absurdity,  "the  English  machine 
has  completely  ousted  the  American  from 
this  country."  Tliis,  despite  statistics  tliat 
demonstrate  beyond  shadow  of  doubt  tliat, 
while  America's  export  trade  declined  near- 
ly half  a  million  dollars,  the  loss  was  not 
due  to  tlie  United  Kingdom,  which  in- 
creased its  purchases  to  the  value  of  some 
$00,(M)0  during  the  year. 

Cycling  evidently  appreciates  that  in  mak- 
ing its  false  statement  it  is  merely  imi- 
tating the  ostrich  and  hiding  its  head  in  tlie 
sand,  as  following  its  statement  about  the 
ousting  of  the  American  bicycle  it  makes 
this  babelike  confession:  "It  may  be  only 
our  self-conceit  and  our  love  of  country  that 
makes  us  think  so,  but  we  think  so  just  the 
same." 

If  English  conceit  or  patriotism  takes  the 
form  of  refusing  to  believe  truth,  there  is 
no  longer  room  for  argument.  It  explains 
anything  that  has  happened  or  may  hap- 
pen. The  man  or  nation  possessed  of  such 
weakness  is  more  to  be  pitied  than  censured. 
If  Cycling  reflects  the  prevailing  sentiment, 
it  is  easy  to  foresee  England's  finish,  long 
though  it  be  delayed. 


Tlie  Ideal  Cycle. 

Once  more  we  urge  those  interested  in 
motocycles  to  not  overlook  the  combination 
motor  tandem. 

While  the  single  machine  does  not  lack 
attractiveness,  the  attraction  is  many  times 
multiplied  in  the  case  of  the  tandem. 

In  theory,  a  tandem  is  the  ideal  machine. 
In  fancy,  it  enables  man  to  easily  and  quick- 
ly carry  weaker  woman  far  afield,  to  scenes 
and  on  roads  which  her  physical  limitations 
deny  to  her. 

In  point  of  prosaic  fact,  however,  the  tan- 
dem with  woman  for  a  passenger  is  usually 
little  short  of  a  "man  killer." 

Propelled  only  by  muscular  effort,  it  can 
never  even  approach  its  theoretical  advan- 
tages; it  lacks  something,  and  plainly  the 
"something"  is  that  which  will  lessen  the 
labor  of  the  man,  and  as  plainly  the  motor 
is  the  only  thing  in  sight. 

Given  a  well  operating  motor  and  the 
mixed  machine  should  prove  alike  ideal  in 
fact  and  in  fancj'. 

From  the  standpoint  of  tlie  manufacturer ' 
and  dealer,  the  motor  tandem  also  has  ad- 
vantages, one  in  particular— it  will  com- 
m.and  its  price,  and  a  fair  one,  with  far  less 
higgling  or  question  than  will  the  motor  bi- 
cycle. At  $250  a  motor  tandem  should  find 
a  ready  sale,  and  one  that  will  increase  with 


Hta 


632 


THE  BICYCLING  WORLD 


the  years  and  the  spread  of  motor  knowl- 
edge. 

It  will  afford  many  women  the  first  taste 
of  the  real  pleasure  that  cycling  affords— the 
pleasure  that  conies  of  being  able  to  go  far 
from  a  few  "easy'"  and  oft  travelled  roads  to 
which  the  average  whcehvonian  has  been 
heretofore  limited. 


Value  of  Prompt  Payments. 

There  are  few  things  more  valuable  as  an 
asset  in  business  than  the  reputation  of  pay- 
ing bills  promptly.  While  there  may  be 
times,  particularly  in  the  opening  of  the  sea- 
son, when  the  retailer  will  lind  it  somewhat 
hard  to  take  advantage  of  all  the  opportuni- 
ties that  present  themselves  in  the  way  of 
cash  discounts,  a  little  figuring  and  foresight 
will  bring  out  occasions  that  would  other- 
wise be  overlooked. 

Whatever  may  be  the  causes  to  prevent  at 
the  fii'St  of  the  season,  these  rarely  continue 
for  any  extended  time,  and  the  rule  should 
be  laid  down  to  plan  at  the  earliest  possible 
moment.  Not  only  will  the  gain  be  made 
from  the  discount  itself,  a  gain  that  offers 
much  larger  return  for  the  investment  than 
can  be  obtained  in  any  manner  outside  of 
business,  but  a  basis  will  be  established  that 
will  frequently  bring  about  other  opportuni- 
ties for  pecuniary  advantages. 

There  are  concerns  that  claim  their  cash 
discounts  pay  all  salaries.  This  is  perhaps 
possible  only  in  large  establishments,  yet  no 
matter  how  small  the  business  may  ■  be  a 
careful  attention  to  the  matter  will  probably 
surprise  those  who  have  not  tried  it  in  show- 
ing how  many  items,  such  as  insurance,  light 
and  heat,  can  be  offset  and  made  prolitable 
in  place  of  expensive. 


Playing  Safe. 

One  feature  of  the  retail  trade  this  year 
that  points  to  a  satisfactory  condition  is  that 
dealers  are  not  loading  up  with  long  lines 
of  goods,  a  condition  probably  brought  about 
by  last  year's  rainy  weather  experience  that 
extended  over  the  ninety  best  selling  days 
of  the  season.  Orders  are  being  placed  in  a 
liberal  manner,  but  deliveries  are  being  are- 
rangd  with  a  view  toward  arrival  at  con- 
venient dates  in  relation  to  possible  demands 
from  customers. 

Profiting  by  last  year's  experiences  agents 
are  careful  in  their  ordering  hardly  more 
than  needed  for  immediate  requirements, 
and  by  this  businesslike  method  they  will  be 
able  to  keep  a  much  more  regular  and  satis- 
factory   demand    upon   the   makers.     These 


conditions  bring  about  a  far  more  desir- 
able position  for  the  manufacturer,  who  will 
know  that  the  goods  being  sent  out  are  find- 
ing a  disposal,  in  place  of  remaining  on  the 
floors  to  depreciate  in  value. 


About  Foreign  Trade. 

Foreign  trade  should  not  be  treated  as  a 
side  issue  or  an  emergency  outlet  that  can 
be  opened  or  closed  at  will.  Nor  should  it  be 
imagined  that  foreign  customers  ire  always 
ready  and  waiting  to  take  what  the  home 
market  does  not  want  or  cannot  absorb. 

Instead  of  taking  up  foreign  trade  as  a  l&st 
resort  and  giving  it  only  spasmodic  consid- 
eration, export  business  should  be  developed 
with  as  much  system  and  persistence  as  any 
other  feature  of  the  distribution  of  product. 

Export  trade  is  something  that  should 
either  be  taken  seriously  or  let  alone. 

The  best  time  to  take  it  up  is  when  busi- 
ness is  good  at  home  and  money  can  be 
spared  for  the  development  of  new  markets. 


One  of  the  "fitments,"  as  they  are  termed 
in  England,  of  bicycles  that  seem  to  be  com- 
ing to  the  front  is  the  change  speed  gear. 
So  far  the  application  has  been  designed  and 
applied  to  pedal  pushed  bicycles,  but  it  is 
probably  a  case  of  a  thing  making  its  ap- 
pearance in  one  direction  only  preliminary 
to  an  adoption  under  conditions  that  were 
not  at  first  looked  for  by  its  sponsoi-s.  With 
the  coming  of  the  motor  bicycle  a  device  of 
this  sort  will  find  much  vogue  if  it  will  only 
stand  up  to  the  work  that  it  will  be  called 
upon  to  perform. 


If  a  mighty  growl  does  not  arise  when  the 
news  reaches  Germanj^  that  Prince  Heury 
and  one  of  his  personal  suite  carried  Jiome 
American  bicycles,  it  will  be  because  the 
German  cycle  trade  has  changed  its  spots  or 
because  of  fear  of  committing  lese  majeste. 
The  German  trade  has  been  so  rabidly  anti- 
American  that  the  bare  thought  of  any  mem- 
ber of  the  royal  household  riding,  much  less 
paying  for,  an  American  made  bicycle  should 
prove  cause  suflicient  for  seventy-nine  katz- 
enjammers  and  unlimited  conniption  fits. 


The  Dubuque  (la.)  Journal  has  evidently 
been  reading  a  mail  order  catalogue.  It  tells 
the  world  that  bicycle  prices  have  been  cut 
to  nothing;  that  the  "very  best"  wheels  can 
now  be  had  for  $25,  and  chainlesses  for  $30. 
All  this,  it  adds,  is  due  to  the  efforts  of  the 
Bicycle  Trust  to  stamp  out  competition,  or,  to 


use  its  own  language,  "the  big  company  is 
getting  ready  to  knock  the  head  off  all  its 
competitors  with  one  fell  swoop,  and  cut 
prices  so  low  that  competition  will  be  out  of 
the  question." 


Nowadays  so  many  factors  enter  into  the 
creation  of  the  successful  concern  that  every 
excuse  exists  for  the  making  of  an  effort  to 
find  out  just  what  they  are,  and  in  what 
way  they  operate.  There  is  no  more  preg- 
nant statement  of  fact  for  the  would-be  suc- 
cessful man  to  consider  than  the  one  which 
tells  us  that  the  world  is  with  the  man  who 
smiles.  Human  nature  is  a  complex  line,  but 
in  this  direction  it  is  thoroughly  consistent; 
we  all  like  cheerfulness. 


Our  cousins  in  England  should  not  grow 
overconfident  because  trade  in  this  country 
has  not  enjoyed  real  good  health  of  late. 
They  are  disposed  to  call  the  kettle  blacker 
than  it  is,  and  should  bear  in  mind  that  while 
we  all  pictured  the  German  cycle  trade  in 
the  last  ditch  of  despair,  the  Teutons,  despite 
their  growls,  slipped  past  both  America  and 
England  in  the  race  for  foreign  trade. 


There  is  considerable  groping  around  for 
an  apt  designation  that  will  distinguish  the 
man-driven  machine  from  the  motor  bicycle. 
"Push  cycle"  is  one  expressive,  if  inelegant, 
term  that  we  previously  remarked,  and  now. 
comes  F.  A.  Elwell  with  "motorless  cycle." 
In  this  age  of  "lessnessness"  it  is  not  irapt, 
but  it  will  hardly  endure. 


While  trade  in  the  East  has  been  a  trifle 
backward  owing  to  snow  and  floods,  the 
country  from  Buffalo  to,  the  Coast  has  been 
enjoying  remarkably  favorable  weather.  As 
a  result  trade  is  already  well  advanced. 
Practically  all  reports  agree  that  the  busi- 
ness is  showing  a  substantial  increase  over 
that  of  last  year. 


One  of  the- queer  things  in  trade  conditions 
that  causes  wonder  to  those  who  are  inno- 
cent in  either  direction  is  that  chronic  failers, 
price  cutters  and  general  disturbers  of  good 
business  conditions  can  start  up  again  and 
find  sellers  to  give  them  new  credit  and  an 
opportunity  to  once  more  cause  ructions. 


The  bicycle  trade  has  passed  through  par- 
lous times,  but  the  makers  and  agents  who 
have  clung  to  first  class  conditions  are  now 
reaping  the  fruits  of  their  hard  labors  and 
trying  times. 


THE  BICYCLING  WORLD 


633 


Orient 

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THERE    ARE     MOTOR     BICYCLES    AND     MOTOR     BICYCLES. 
BUT    THERE'S   ONLY     ONE       'AUTO^BI  "— THE   ORIGINAL  THOMAS. 


A 


The  one  that  broke  World's 

record,  lowering  mark  for  i 
and  5  mile  distances  previously 
held  by  machines  of  mere  than 
twice  the  rated  horse  power. 


A 


The  one  which  made  such  a 
remarkable  showing  in  the  Jour- 
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in  the  New  York-Buffalo  Endur- 
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1 


^Bl^= 


634 


THE  BICYCLING  WORLD 


MOTOR  DRIVES  AGAIN 


No  Universal  System  in  Sight— Some  Faults 
of  Belts  and  Pulleys. 


To  those  who  view  the  matter  from  an  un- 
prejudiced standpoint  the  question  of  the 
method  of  transmitting  the  power  from  the 
motor  to  the  road  wheel  is  one  that  cannot 
be  settled  in  an  offhand  nor  in  an  empirical 
manner.  Belts  and  chains  have  the  lead  in 
the  order  named,  while  a  notaible  example 
of  face  gearing  is  being  marketed. 

What  the  eventual  drive  will  be  there  is 
no  prophet  in  this  or  any  other  country  with 
honor  enough  to  give  out  a  dictum  that 
would  be  acceptable  to  those  having  the 
limited  experience  of  to-day.  Many  of  these 
latter  are  of  the  opinion  that  the  time  has 
not  as  yet  come  for  the  universal  adoption 
of  gearing  more  elaborate  than  the  belt,  but 
eV'On  they  admit  that  at  its  best  the  belt 
leavps  much  to  be  desired. 

With  its  use  the  engine  pulley  rapidly 
wears  smooth,  and  this  is  particularly  no- 
ticeable where  the  machine  is  used  to  any 
e;ctent  on  mud  roads.  The  grit  gets  on  the 
belt  and  acts  as  a  gi-inding  medium.  This 
is  all  the  more  accentuated  if  much  belt 
dressing  is  used,  as  the  dressing  acts  as  a 
binding  material  to  hold  the  grit  down  to  its 
worli.  After  a  time  the  effect  is  noticeable, 
not  only  on  hills,  but  on  the  speed  of  the  ma- 
chine. 

To  overcome  this  pulleys  have  been  made 
with  cross  depressions  in  the  groove  and  with 
projections  to  form  corrugations,  but  the 
effectiveness  has  soon  disappeared.  One  of 
the  latest  attempts  is  to  make  the  walls  of 
the  pulley  in  waving  lines,  with  the  projec- 
tions and  depressions  in  one  wall  oppositely 
alternating  with  depressions  and  projections 
in  the  other.  It  is  claimed  for  this  construc- 
tion that  it  considerably  reduces  the  chance 
of  belt  slippage,  the  belt  being  tightly 
gripped  with  being  pinched  into  the  groove 
when  leaving  the  pulley. 


The  Customer  who  Tinkers. 

One  of  the  greatest  nuisances  that  a  dealer 
has  to  contend  with  is  the  buyer  of  a  bicycle 
who  is  constantly  using  a  monkey  wrench  and 
a  screwdriver.  When  a  man  is  conflrmed  in 
this  habit  it  seems  to  be  of  little  value  to 
warn  or  advise  him  to  the  contrary.  It  is  a 
pity  tliat  it  should  so  be,  as  many  a  good  bi- 
cycle has  been  ruined  by  a  failure  to  let  well 
enough  alone. 

Just  what  to  do  with  a  customer  who  is 
never  happy  unless  with  a  monkey  wrench  in 
hand  is  a  problem  that  has  confronted  many 
a  dealer,  and  the  ultimate  results  are  gener- 
allj'  offset  by  some  sort  of  a  compromise. 
Other  matters  come  up  for  diplomacy,  but 
they  are  usually  of  a  character  that  require 
only  a  display  of  good  natured  acumen  to 
adjust. 

It  is  the  tinkering  owner  that  gives  the 


hardest  trouble.  He  is  constantly  loosening 
and  tightening  nuts,  and  when,  as  a  result, 
the  front  wheel  crushes  its  bearings,  or  the 
roar  M-heel  slews  and  the  chain  mounts  the 
sprockets  and  twists  the  frame,  then  it  is 
only  too  frequent  that  the  dealer  has  to  come 
in  for  a  lot  of  hard  language,  aimed  direct 
or  over  his  shoulders,  against  the  manufact- 
urer. 

With  a  new  customer  there  is  no  means  of 
guarding  or  insuring  against  trouble  from 
this  source,  but  with  an  old  customer  he 
should  gently,  but  none  the  less  firmly,  be 
taken  in  hand  at  the  beginning  of  the  sea- 
son and  made  to  realize  that  the  usual  guar- 
antee does  not  cover,  as  he  is  placing  himself 
in  the  category  of  "wear  and  tear." 


ROSE  HUES  FADE 


Here's  a  Chainless  Motor  Bicycle. 

As  showing  an  attempt  to  carry  out  light 
veliicle  practice  in  motor  bicycle  construc- 
tion, the  accompanying  illustration  is  inter- 
esting. The  name  of  the  machine  is  not 
known,  but  it  is  of  French  manufacture,  and 
made  its  appearance  in  Ghent  in  1898. 

It  will  be  noted  that  the  motor  is  placed 


transversely  with  the  bicycle  frame  lines  in- 
stead of  longitudinally.  The  motor  shaft 
stub  is  connected  by  a  gimble  joint  to  a 
connecting  shaft,  similar  to  that  on  chainless 
bicycles,  which  drives  the  rear  wheel 
through  bevel  gearing. 

There  seems  to  be  little  authentic  data  as 
to  how  the  scheme  worked  out  in  practice, 
but  it  certainly  presents  some  possible  nov- 
elties in  operation  and  control.  Carrying 
out  the  vehicle  motor  position  and  drive  idea, 
it  would  be  within  the  range  of  possibilities 
to  arrange  an  idle  and  change  speed  gear 
between  the  gimble  joint  and  the  junction 
of  the  seat  post  tube  and  the  rear  fork  sides. 


Changes  Name  and  Incorporates. 

Tlie  Appeal  Cycle  Manufacturing  Com- 
pany, Los  Angeles,  Cal.,  has  changed  its 
title  to  the  Appeal  Manufacturing  and  Job- 
bing Company,  and  has  been  incorporated 
with  a  capital  stock  of  $100,000,  fully  sub- 
scribed by  the  following  directors:  L.  M. 
Passmore,  Gideon  Haynes,  B.  L.  Vickrey,  O. 
A.  Vickrey,  Los  Angeles;  Elsie  L.  Hamrick, 
Olive,  Cal.  The  purpose  of  the  corporation 
is  to  manufacture  bicycles,  wagons,  moto- 
cycles,  automobiles,  engines,  boats,  gas  and 
gasolene  motors. 


Fewer  nail-Order  Bicycles. 

"Trade  looks  much  brighter  here  than  last 
year,"  write  Mack  &  Jenne,  Windham,  N.  Y. 
"There  are  not  so  many  mail  order  bicycles 
being  sold,  the'  demand  being  for  wheels  of  ^ 
standard  quality." 


South  African   not  so  Enticing  as  Reports 
Made  Appear— Existing  Situation. 


Reports  of  the  opening  of  the  South  Af- 
rican market,  which  was  to  bring  with  it  a 
i-enewed  and  greatly  increased  demand  for 
bicycles,  are  gradually  losing  their  rose  tints. 
"It  is  rather  amusing  to  hear  the  reports 
circulated  at  home  as  to  the  trade  which  is 
being  done,  and  the  prospects  for  the  future 
in  this  place,"  writes  the  Cape  Town  corre- 
spondent of  an  English  house  in  referring  to 
such  reports.  "We  know  exactly  what  is  be- 
ing done,  and  we  can  assure  you  that  we 
have  quite  enough  machines  in  stock  at  pres- 
ent to  supply  all  the  likely  requirements  of 
Johannesburg.  We  are  this  day  sending 
thirty- two  machines  up  there.  It  is  all  very 
well  for  your  competitors  at  home  to  'en- 
deavor to  ship  large  quantities  of  goods,'  but 
we  can  assure  you  that  even  if  they  ship 
them  to  one  of  the  South  African  ports  they 
are  not  likely  to  get  them  up  to  Johannes- 
burg, for  everything  is  done  by  military  per- 
mit, and  no  goods  can  go  forward  to  the 
Transvaal  unless  the  consignee  has  applied 
for  and  obtained  a  permit.  Then  there  is 
the  difficulty  of  dispatching  goods,  owing  to 
the  railways  being  unaWe  to  cope  with  the 
civil  as  well  as  the  military  traffic. 

"We  are  afraid  that  this  country,  especial- 
ly the  ports,  will  be  flooded  with  a  super- 
fluity of  machines,  which  will  be  eventually 
sold  by  auction  to  defray  cost  of  storage, 
duty,  etc.  This  will  be  a  bad  thing  for  the 
trade  of  the  country,  as  well  as  a  loss  to  the 
individual  manufacturer  who  sends  the  ma- 
chines out. 

"We  in  this  country  have  long  ago  given 
up  the  idea  that  there  was  going  to  be  a  sud- 
den demand  for  goods  for  the  Transvaal. 
There  never  can  be  a  sudden  return  of  the  old 
population,  neither  can  there  be  a  sudden 
rush  of  goods  up  there,  for  the  simple  reason 
that  all  the  railways  in  the  country  cannot 
accommodate  the  traffic.  Even  should  the 
war  be  over  shortly,  which  seems  very  un- 
likely, the  troops  must  occupy  the  country 
for  some  considerable  time,  and  will  only  go 
home  gradually;  therefore  the  people  can 
only  go  back  to  Johannesburg  gradually, 
newcomers  will  have  to  wait  until  the  old 
population  has  returned,  and  trade  will  slow- 
ly increase  as  the  population  grows  and  the 
mines  get  into  order. 

"You  should  do  what  you  can  to  warn 
manufacturers  against  sending  out  machines 
without  definite  orders.  Doubtless  many 
firms  out  here  will  seize  the  opportunity  to 
attempt  to  get  out  machines  on  consignment, 
Qffering  alluring  prospects  of  a  huge  busi- 
ness; the  result  would  be  disastrous." 


The  demand  for  two  speed  gears  in  Eng- 
land can  be  gauged  somewhat  by  the  report 
fffom  across  the  pond  that  one  maker  alone 
is  working  day  and  night  to  cope  with  orders 
for  equipment  to  pedal  driven  bicycles. 


THE  BICYCLING  WORLD 


635 


TOO  MANY  JOINTS 


How  Electrical  Leakages  In  the  Wiring  can 
be  Reduced  by  Better  Designing. 


One  of  the  future  refinements  in  motor 
bicycle  construction  will  be  the  reduction 
of  the  number  of  joints  in  the  electrical  cir- 
cuits and  the  parts  that  go  into  the  makeup. 
It  will  probably  ,be  a  surprise  to  many  to 
be  told  that  these  parts  number  something 
over  200  in  most  motor  bicycles,  as  hereto- 
fore made.  In  a  few  instances  these  have 
been  reduced  in  number,  but  there  is  yet 
room  for  further  reduction  and  consequent 
improvement. 

As  the  source  of  the  electrical  energy  is 
at  the  battery,  it  will  first  be  treated  in  its 
relation  to  effectiveness  and  things  that  are 
overlooked  by  users. 

So  far  as  this  country  is  concerned  the 
practice  is  to  use  dry  cells  connected  in  se- 
ries. The  number  of  cells  used  to  make  up 
a  battery  varies,  with  different  exponents 
of  the  art,  from  two  to  four,  with  those  hav- 
ing the  longest  experience  advocating  the 
larger  number.  And  this  advocacy  is  pretty 
ewell  backed  up  by  experienced  coil  makers. 

Probably  those  using  less  than  four  rec- 
ognize their  greater  all  round  value,  but  the 
question  of  design  is  sometimes  a  ruling  in- 
fluence, as  it  cannot  be  gainsaid  that  the 
positioning  of  four  cells  is  a  nice  problem  in 
making  up  a  machine  on  go;)d  lines..  The 
fact  remains,  however,  that  as  cells  are  now 
made,  with  from  ten  to  fourteen  amperes 
and  one  and  a  half  volts,  two  or  three  cells 
do  not  give  enough  voltage,  through  the  coil, 
for  a  spark  of  enough  heat  units  to  insure 
good,  all  round  sparking  at  the  speed  and 
compression  under  which  the  small  motors 
work. 

With  cells  connected  in  series  the  total  am- 
perage remains  the  same  as  the  average  of 
the  cells,  while  the  voltage  equals  the  sum 
of  all  the  cells.  That  is,  given  four  cells  at 
twelve  amperes  and  one  and  a  half  volts 
each,  the  result  would  be  twelve  amperes 
and  six  vclts.  The  voltage  in  the  secondary 
circuit,  with  a  good  coil,  would  be  from 
S.OOO  to  10,000.  From  this  will  be  under- 
stood the  importance  of  not  only  good  con- 
nections, but  as  few  as  possible  to  avoid 
leakage  possibilities. 

In  the  use  of  dry  cells  they  are  placed  in 
a  metallic  container  at  the  present  time,  and 
.so  long  as  this  practice  continues  it  should 
be  remembered  that  trouble  is  possible  at 
the  fountain  source.  It  is  true  that  the 
cells  are  surrounded  by  paper  covers,  but 
the  bottoms  are  exposed,  as  well  as  the  pale 
ends.  From  these  conditions  it  becomes 
necessary  that  perfect  insulation  shall  be 
provided  at  both  ends  of  the  container.  It 
Is  also  well  to  carry  this  insulation  around 
the  cells  as  well. 

Having  established  a  correct  foundation, 
it  must  be  remembered  that  the  battery  has 
mere  than  tlie  two  terminals  which  lead  to 
the  outside.  It  is  a  point  frequently  over- 
looked that  each  cell  has  two  terminals  that 


are  important  factors.  These  shonld  be  oc- 
casionally looked  to,  that  they  are  in  per- 
fect contact  with  the  connecting  wires,  as 
trouble  will  come  if  all  the  binding  screws 
are  not  firmly  positioned. 

In  putting  on  the  connecting  wires  the 
ends  of  the  wires  should  be  confined  in  some 
arrangement,  such  as  an  eyelet  or  a  brass 
hook,  the  shank  of  which  is  hollow  to  take 
in  the  loose  ends.  Whatever  method  is  used 
better  results  will  be  had  if  the  wires  ai'e 
mechanically  secured  or  fixed  with  solder. 
If  solder  is  used,  rosin  is  the  best  flux.  Acid 
fluxes  must  be  avoicled. 

Either  from  carelessness  or  lack  of  knowl- 
edge, loose  wires  ai'e  frequently  put  on  the 
binding  posts  by  wrapping  them  around  the 
post.  Attention  has  previously  been  called 
to   the  right  way   and   the   wrong   way   of 

The  Real  Thing. 


THE  GENUINE  MOTORMAN  AND  MOTOR  FACE 

wrapping.  The  objections  to  the  loose  wire 
ends  are  many.  If  the  wires  are  carried 
around  far  enough  in  looping  them  the  over- 
lap will  prevent  the  binding  screw  from 
seating,  except  at  the  thickest  point.  This 
thick  point  will  be  where  the  wires  cross 
themselves,  and  the  result  will  be  that  the 
current  will  arc  at  all  other  points  of  the 
circle  and  the  wire  will  quickly  oxidize,  pre- 
venting a  clear  flow  of  the  current. 

The  method  of  soldering  a  loop  has  a 
wrong  way  and  a  right  waj'  in  making  the 
loop.  Instead  of  overlaying  or  wrapping 
the  wires  where  the  end  is  brought  round  to 
the  body  of  the  wire,  the  end  should  be  laid 
alongside  and  then  soldered  in  position.  The 
loop  thus  made  is  flattened  with  a  hammer 
by  a  light,  sharp  blow.  This  method  of 
ihaking  a  loop  is  crude,  however,  as  the 
pressure  of  the  binding  screw  will  in  time 
bm-st  the  loop,  making  a  split  affair  that  is 
almost  impossible  to  hold  in  place,  as  one 
leg  is  sure  to  spread  under  the  pressure. 

At  the  present  time  it  is  too  much  to 
expect  cells  with  less  parts  to  the  binding 
posts.  However,  there  is  room  for  improve- 
ment in  this  direction,  as  the  present  con- 
struction allows  the  parts,  particularly  on 


the  positive  pole,  to  work  loose  from  tlie 
jar  of  the  road.  As  at  present  made,  the 
the  negative  post  comes  through  the  top 
of  the  cell  and  has  neither  a  knurled  nut 
screwing  over  it  or  a  screw  passing  into 
it.  This  only  makes  one  loose  part  at  this 
point.  The  positive  pole,  or  carbon,  usually 
has  a  screw  passing  through  it,  with  a 
washer  each  side  of  the  carbon  and  a  hex- 
agon nut  screwed  up  against  the  outer 
washer  to  bind  the  screw  in  position.     In 

addition  there  is  the  wire  binding  knurled 
nut. 

It  will  be  noted  from  this  that  on  each 
cell  there  are  six  pieces  that  can  possibly 
v.-ork  loose.  When  motor  bicycles  come  into 
greater  use,  if  the  cell  is  not  in  the  mean 
time  replaced  by  a  magneto,  it  can  possibly 
be  expected  that  the  poles  will  be  so  made 
that  positive  and  direct  connections  can  be 
made. 

The  same  conditions  that  apply  to  battery 
connections  apply  all  through  the  wiring 
conditions  as  at  present  carried  out.  There 
are  too  many  screws,  washers  and  sundry 
pieces  at  every  connecting  point,  and  it  is 
around  these  groups  that  centre  most  of 
the  electrical  troubles. 

In  the  earlier  machines  it  would  almost 
seem  that  the  designers  had  endeavored  to 
create  confusion  by  seeing  how  many  bind- 
ing posts  they  could  put  in  and  how  many 
parts  they  could  have  at  each  point.  The 
only  natural  results  were  the  many  mysteri- 
ous short  circuits  so  often  referred  to  by 
contemporaneous  writers. 

The  twenty-four  movable  parts  at  the  bat- 
tery could  hardly  have  been  avoided,  as 
there  were  conditions  in  connection  with  the 
use  of  dry  cells  that  really  had  to  be  ac- 
cepted. But,  in  place  of  taking  these  con- 
ditions fixed  by  outside  influences  as  a  warn- 
ing, it  would  seem  that  the  designers  were, 
find  many  yet  are,  without  originality  and 
simply  played  a  game  of  follow  the  leader. 


Metzer  Gave  Them  "  a  Time.  " 

The  night  of  the  closing  of  the  Detroit 
show  W.  E.  Metzger  and  Seneca  Lewis,  the 
promoters  of  the  affair,  gave  some  thirty  of 
the  exhibitors  the  "time  of  their  lives.''  Tlie 
invitation  was  extended  to  all,  and  was 
taken  advantage  of  by  about  that  number. 
At  midnight  they  boarded  a  special  parlor 
trolley  car  which  had  been  engaged,  and 
were  whirled  to  Mount  Clements,  Mich., 
some  twelve  miles  distant. 

At  2  o'clock  a.  m.  the  party  sat  down  to  a 
banquet  which  last  until  five.  Those  who 
then  desired  to  retire  were  told  to  fall  into 
any  room  they  desired,  the  entire  hotel  hav- 
ing been  leased  for  the  night.  When  they 
arose,  those  who  desired  were  taken  aboard 
ice  yachts  and  given  some  experiences  that 
made  their  hand  stand  on  end. 

Some  half  dozen  could  not  wait  for  this 
part  of  the  entertainment,  and  hastened  to 
Detroit  to  catch  the  train  leaving  for  Chi- 
cago at  8  o'clock.  They  piled  into  the  Pull- 
man, and  berths  for  six  were  prom^jtly  or- 
dered made  up.  and  this  weary  half  (Lozen 
slumbered  throughout  the  day  until  Chicago 
was  reached. 


636 


THE  BICYCLING  WORLD 


The  Trials  of  Success. 

It  has  been  well  said  that  the  successful 
man,  if  he  has  any  clear  self-knowledge, 
knows  that  he  is  being  relentlessly  tested, 
and  that  the  sternest  adversity  could  not 
nioi'e  searchingly  reveal  the  quality  of  his 
character. 

The  tests  of  success,  says  an  exchange, 
are  more  searching  than  those  of  adversity, 
because  the  temptations  of  prosperity  are 
more  subtle  and  insidious  than  those  of  ad- 
versity. Of  the  successful  man  much  more 
seems  to  be  expected.  He  is  not  excused  if 
he  makes  any  fault  of  judgment  or  error  in 
any  way.  He  must  be  on  his  guard  at  all 
times,  for  he  Is  at  all  times  subject  to  criti- 
cism of  those  who  have  been  less  successful, 
or  of  those  under  him. 

A  man  may  be  giving  his  very  life  in  an 
heroic  effort  to  successfully  administer  the 
affairs  of  a  large  corporation,  on  which  de- 
pends the  living  of  hundreds  of  laboring  men 
and  employes.  People  at  large,  when  they 
do  think  of  him,  think  chiefly  of  the  com- 
manding position  he  has  and  the  opportunity 
of  enjoyment  which  his  position  and  income 
should  bring  him.  The  man  himself  thinks 
chiefly  of  the  great  responsibilities  which  his 
position  imposes  upon  him. 


Westing  Proves  his  Affection. 

G.  H.  Westing,  formerly  of  Mueller  & 
Westing,  Indianapolis,  Ind.,  has  set  up  in 
business  on  his  own  account  at  219  Massa- 
chusetts avenue,  that  city.  He  will  make 
the  Pierce  his  leader,  and  is  so  much  in  love 
with  it  hat  he  styles  his  place  the  Pierce 
Cycle  Store. 


Qood  Advice,  Crisply  Expressed. 

Here  are  some  urgings  of  a  latter-day 
philosopher  that  are  worth  tucking  into  a 
corner  of  one's  brain: 

Cultivate  certainty. 

Dodge  every  form  of  the  "waver." 

Don't  have  "moods." 

Don't  mind  "every  wind  that  blows"— un- 
less it  blows  your  way.  In  that  case  put  up 
you  jibsail  and  all  your  little  balloons  and 
take  advantage  of  such  a  chance  to  look 
about  for  ideas. 

Don't  doubt. 

Don't  droop. 

Don't  dream. 

Don't  drift. 

If  you  do  any  considerable  amount  of  "sift- 
ing" let  it  be  to  sift  right  from  wrong,  that 
you  may  cling  to  that  which  is  good,  that 
which  is  clean,  that  which  is  of  good  report. 

Occupation  isn't  labor,  work  isn't  toil, 
when  done  in  the  proper  spirit;  a  desire  to 
serve  the  world  usefully,  give  value  received, 
treat  every  human  creature  the  way  you'd 
wish  to  be  treated. 

.Work  hard,  speak  softly,  smile  when  it's 
common  to  frown,  laugh  at  trouble,  cultivate 
cheerfulness,  do  something  for  youij  day's 
record. 


Starley  Memorial  Fails. 

The  movement  in  the  English  trade  to  cre- 
ate a  memorial  of  J.  K.  Starley,  who  per- 
fected, if  he  did  not  wholly  invent,  the  rear- 
driving  safety  bicycle,  has  been  abandoned. 
The  interest  displayed  was  not  sufficiently 
substantial  to  carry  it  through.* 


What  one  Assembler  Did. 

As  illustrating  the  demand  for  motor  bi- 
cycles in  England,  the  following  bit  of  in- 
formation is  interesting. 

Last  year  an  assembler  of  bicycles  in  Lon- 
don fitted  up  and  sold  at  $200  no  fewer  than 
fifty  machines,  and  that  he  did  not  out  out 
more,  he  claims,  was  due  to  his  inability 
to  get  deliveries  on  the  particular  motor  that 
he  used. 

This  maker  fitted  motors  to  customers' 
own  bicycles  in  a  few  cases,  with  one  or  two 
reinforcements  of  the  frame  and  a  strength- 
ening of  the  front  forks,  but  the  bulk  of-  his 
trade  was  with  especially  built  machines. 

The  motor  bicycle  is  certainly  the  cheapest 
introduction  to  automobilism— cheapest  in 
the  prime  cost,  and  cheapest  in  the  running; 
and  on  the  ground  of  economy  alone,  as  well 
as  in  the  important  features  of  easy  means 
of  storing  the  machine,  as  compared  with  a 
tricycle,  it  has  many  adherents. 

It  is  also  rather  less  vibratory  than  a  tri- 
cycle, and  is  faster  for  the  same  horse  power, 
partly  on  account  of  the  smaller  weight,  but 
also,  more  importantly,  because  of  the  more 
direct  transmission,  with  but  small  loss  of 
power  through  a  belt,  on  to  a  single  wheel, 
than  by  spur  and  pinion  gearing  and  a  dif- 
ferential.   

Bars  for  Motor  Bicycles. 

The  Ideal  Plating  Co.,  Boston,  is  making  a 
specialty  of  forward  extension  handlebars. 
They  carry  in  stock  extensions  up  to  5% 
inches,  and  will  make  longer  ones  to  order 
when  desired.  They  are  also  making  a  spe- 
cial bar  for  motor  bicycles. 


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STAR      BRIDGEPORT 
RECORD 


BICYCLE  PEDALS. 


A  trial  will  convince  you  that  B.  G.  I.  PEDALS  are 
by  far  the  best  you  can  buy.  Made  of  the  best  steel, 
and  carefully  inspected.  Simple  in  construction.  Perfect 
alignment  of  bearings.  Standard  of  excellence  in  style 
and  finish. 

USE  1902  MODEL 
B.  a.  I.    PEDALS. 

THE  BRIDGEPORT  GUN    IMPLEMENT  CO., 

313=317  BROADWAY,  NEW  YORK. 


Star 


Bridgeport 


Record 


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CASE  HARDENING  PROCESSES 


Means  and  Materials  Employed  and  Reconi= 
mended  by  Mr.  Markham. 


Hardening  the  surfaces  of  articles  made  of 
Avrought  iron  and  machinery  steel  is  gener- 
ally termed  case  hardening.  Most  machine 
shops  have  some  means  whereby  they  can 
harden  screws,  nuts  and  similar  small  ai'ti- 
cles.  Where  tliere  are  only  a  limited  num- 
ber of  pieces  to  harden  it  is  customary  to 
heat  the  work  in  the  blacksmith  forge,  in  a 
gas  jet  or  in  any  place  Avhere  a  red  heat  can 
be  given  the  piece.  Wh^n  hot  sprinkle  a 
little  granulated  cyanide  of  potassium',  or  a 
mixture  of  prussiate  of  potash,  sal  ammoniac 
and  salt;  reheat  to  a  red  and  plunge  in  clear 
cold  water.  When  there  are  large  quantities 
of  work  to  harden  this  is  an  expensive  as 
well  as  a  very  unsatisfactory  way. 

To  case  harden  properly,  says  E.  R.  Mark- 
ham  in  the  American  Machinist,  we  must 
understand  the  material  of  which  the  article 
is  made  and  the  purpose  for  which  it  is  to 
be  used,  whether  it  is  simply  to  resist  wear 
or  friction,  will  be  obliged  to  resist  sharp  or 
heavy  blows,  a  bending  or  twisting  strain, 
or  do  we.  wish  merely  to  produce  surface 
colors  ? 

We  will  first  consider  the  case  hardening 
of  work  that  simply  needs  a  hard  surface, 
with  nothing  else  to  be  taken  into  considera- 
tion. Pack  the  articles  in  an  iron  box  made 
for  this  purpose,  using  a  mixture  of  equal 
parts  by  measure  of  granulated  rawbone  and 
granulated  charcoal  mixed  thoroughly  to- 
gether. Cover  the  bottom  of  the  hardening 
box  to  a  depth  of  one  and  a  half  inches  with 
the  mixture,  pack  a  row  of  work  on  this, 
being  sure  that  the  articles  do  not  come 
within  one-quarter  to  one-half  inch  of  each 
other,  or  within  one  inch  of  the  walls  of  the 
box.  Cover  this  with  the  packing  to  a  depth 
of  one-half  inch,  tamp  down,  put  on  another 
layer,  and  so  continue  until  the  box  is  filled  to 
within  one  inch  of  the  top,  filling  the  remain- 
ing space  with  refuse  packing  material  left 
from  previous  hardenings,  if  we  have  it;  if 
not,  fill  with  charcoal  or  our  packing  mate- 
rial. Tamp  well,  put  on  the  cover  and  lute 
with  fire  clay,  to  prevent  as  much  as  possi- 
ble the  escape  of  the  gases.  If  the  articles 
are  so  large  that  they  would  not  cool  below  a 
red  heat  before  reaching  the  bottom  of  the 
bath,  they  should  be  wired  before  putting  in 
the  hardening  box.  We  should  use  iron  bind- 
ing wire  sufficientl,y  strong  to  hold  the  work 
when  it  is  worked  around  in  tlie  bath.  If 
the  articles  are  too  heavy  for  wiring,  we 
must  devise  some  other  way  of  holding, 
either  tongs  or  grappling  hooks.  If  the  pieces 
are  small  thej'  can  be  dumped  directly  from 
the  box  into  the  tank,  sifting  the  work  out 
of  the  box  somewhat  slowly,  so  that  the  ar- 
ticles will  not  go  into  the  bath  in  a  body. 
If  the  tank  is  large  enough  it  is  a  good  plan 
to  have  wires  across  from  side  to  side  about 
four   inches  apart  in   the  horizontai  rows. 


THE  BICYCLING  WORLD 

Have  the  rows  three  or  four  inches  apart  and 
do  not  put  the  wires  underneath  each 
other,  but  in  such  a  manner  that  the  work 
will  strike  the  different  wires  as  it  passes  to 
the  bott  m  of  the  tank.  In  striking  these 
wires  the  work  will  b^  separated  and  any 
packing  material  adhering  to  it  will  be  loos- 
ened by  the  jar;  the  work  will  also  be  turned 
over,  thus  presenting  all  sides  to  the  cold 
water  as  it  passes  through. 

These  wires  can  easily  be  arranged  by  tak- 
ing two  pieces  of  sheet  metal  a  little  shorter 
than  the  inside  length  of  the  tank,  drilling 
holes  in  them  as  described  in  the  arrange- 
ment of  the  wires  and  the  wires  can  be 
passed  through  these  holes  and  riveted,  thus 
making  a  permanent  fixture  that  can  be 
placed  ill  the  tank  and  taken  out  at  will. 
The  distance  between  the  wires  can  be  va- 
ried to  accommodate  the  particular  kind  of 
work  we  are  to  do;  they  must  be  far  enough 


Morgan  sWrightTires 
are  good  tires 


SEE  THAT   Morgan  S  Wright 

IS  BRAr*DCD  ON  EVERY  TIRE  AND  TUBE 
NO  OTHER  IS  GENUINE. 


Morgan  &Wrigmt 


New  York  Branch:    214-216  West  4.7th  Striet. 

apart  so  that  the  work  cannot  lodge  on  them. 
Any  one  troubled  by  the  case  hardening 
being  soft  in  spots  will  find  a  remedy  in 
this  simple  device.  Do  not  have  any  wires 
within  eight  or  ten  inches  of  bottom  of  tank. 
Have  a  coarse  screen  or  a  piece  of  sheet 
metal  drilled  full  of  holes  somewhat  smaller 
than  the  pieces  we  are  to  harden;  block  it 
up  about  two  inches  from  the  bottom  to  al- 
low a  free  circulation  of  water  underneath 
it.  This  also  allows  the  water  to  pass 
through  it  around  the  work,  and  the  packing 
material  will  pass  through  it,  leaving  the 
water  a  better  chance  to  get  at  the  work. 
The  water  inlet  should  be  at  the  bottom  of 
the  tank  and  we  should  have  an  outlet  about 
two  inches  from  the  top  to  allow  the  surface 
water  to  escape.  The  cold  water  coming  up 
from  the  inlet  at  the  bottom  should  be  turned 
on  before  we  dump  the  work,  allowing  it  to 
run  until  the  work  is  cold. 

In  heating  the  work  any  form  of  furnace 
Avill  do  that  will  give  the  required  heat  and 
maintain  it  evenly  for  a  sufficient  length  of 
time.  The  covers  of  the  boxes  should  have 
several  one-quarter  inch  holes  drilled  near 
tlie  centre.  After  putting  the  cover  in  place 
put    pieces    of    three-sixteenth    inch    wire 


637 

through  these  down  to  the  bottom  of  the 
box.  allowing  tliem  to  stick  up  an  inch  above 
the  cover,  to  enable  us  to  get  hold  of  them 
with  the  tongs.  When  it  is  thought  that  the 
work  has  been  in  the  fire  long  enough  to  heat 
through  draw  one  of  the  wires  with  a  long 
pair  of  tongs  or  take  an  ordinary  pair  and 
put  some  pieces  of  gas  pipe  on  the  legs.  If 
the  wires  are  red  the  entire  length  we  time 
from  them,  and,  if  not,  we  wait  a  few  min- 
utes and  draw  another,  and  so  on  until  we 
draw  one  red  the  entire  length.  I  Consider 
this  the  proper  method  to  employ  in  timing 
all  work  in  a  fire,  whether  it  is  to  be  an- 
nealed or  case  liardened,  charging  for  hard- 
ening b,y  the  Harveyizing  method  or  when 
we  are  pack  hardening  tool  steel.  If  we  time 
our  work  from  the  time  we  put  it  in  the 
fire  we  are  uncertain  as  to  the  results  if  the 
fire  is  hotter  one  day  than  it  is  another. 
Some  days  our  fire  acts  dead,  another  day 
lively,  so  our  pot  is  longer  in  heating  at  one 
time  than  another;  but  if  we  time  from  the 
period  when  our  work  commences  to  take 
carbon  we  will  have  results  as  nearly  uni- 
form as  it  is  possible  to  get,  provided  we 
have  a  uniform  heat,  which  can  be  gauged 
quite  closely  by  the  eye.  Best  results  can  be 
obtained  by  use  of  the  pyrometer,  although 
for  ordinary  work  this  is  not  necessary. 

After  running  the  proper  length  of  time  in 
the  fire,  which  varies  according  to  the  nature 
of  the  steel  and  the  purpose  for  which  it  is 
intended  (small  articles,  one-quarter  inch  or 
less,  which  do  not  require  anything  but  a 
hard  surface,  should  be  run  from  one  to  two 
hours  after  they  are  red  hot),  dump  into 
water.  If  it  is  desirable  to  have  them  col- 
ored somewhat,  hold  the  pot  about  a  foot  or 
eighteen  inches  above  the  tank,  allowing  them 
to  pass  this  distance  through  the  air  before 
striking  the  water.  If  we  ai"e  hardening 
small  screws  with  slots  for  screwdriver,  and 
are  hardening  simply  to  keep  the  screw- 
driver from  teai-ing  the  slot,  we  can  use  ex- 
pended bone;  that  is,  bone  that  has  been 
used  once  before.  It  will  make  the  work 
hard  enoug-h  for  all  practical  purposes,  yet 
not  hard  enough  to  break.  If  we  wish  to 
harden  deeper  we  must  run  longer.  To 
harden  one-sixteenth  inch  deep  it  is  neces- 
sary to  run  about  five  hours  after  the  work 
is  red.  By  running  sixteen  to  twenty  hours 
we  can  harden  to  a  depth  of  one-quarter 
inch.  In  the  case  of  small  articles  it  is  best 
to  use  a  bone  not  coarser  than  what  is 
known  as  No.  2  granulated  raw  bone.  When 
we  are  to  ran  for  a  long  period  of  time  in 
the  oven  we  should  use  a  coarser  grade. 
The  charcoal  used  in  the  mixtiu-e  should,  if 
possible,  be  of  the  same  sized  granules  as  the 
bone.  The  commercial  article  is  much  su- 
perior to  anything  we  can  pound  and  sift,  so 
that  it  is  policy  to  buy  it.  The  first  cost  may 
seem  a  little  stiff,  but  if  account  is  taken 
of  the  time  it  takes  to  grind  and  sift  we  will 
find  the  article  we  buy  the  cheaper. 

There  are  many  special  preparations  used 
in  case  hardening,  some  of  which  are  excel- 
lent for  special  work,  while  some  are  good 
for  all  kinds  of  work.  When  we  wish  to 
liarden  deep  in  a  short  space  of  time  it  is  ad- 
visable to  use  bone  black  in  place  of  gran- 
ulated raw  bone.  Bone  black — or  animal 
charcoal,  as  it  is  commercially  called — is 
prepared  by  burning  bones  in  a  special  fur- 
nace. It  comes  in  the  form  of  a  powder; 
it  leaves  a  finer  grain  in  the  work  hardened, 
and  will  make  it  stronger  than  if  hardened 
with  raw  bone. 

Another  form  of  b  me  which  gives  excel- 
lent results  is  called  hydrocarbonated  bone, 
a  form  of  bone  black  treated  with  oil,  so 
that  it  gives-  off  its  carbon  more  readily 
than  either  form  mentioned  before.  It  is  not 
generall.v  used,  but  for  very  nice  work  it  is 
very  satisfactory. 


lib 


S 


m 


638 


THE  BICYCLING  WORLD 


Where  Red  Tape  Rules. 

"Te  ride  a  bicycle  in  Vienna,"  said  a  cy- 
clist \ylio  returned  last  week  from  Europe, 
according  to  the  New  York  Sun,  "you  must 
undertake  to  be  tied  up  in  more  yards  of 
municipal  red  tape  than  any  one  would  be- 
lieve city  authorities  able  to  manufacture, 
but  the  result  is  that  there  are  so  few  acci- 
dents due  to  bicycling  that  the  Viennese 
like  the  system,  and  one  of  them  who  had 
visited  Ameri-ca  and  whom  I  talked  with 
had  the  impudence  to  suggest  that  it  would 
be  a  mighty  good  thing  to  introduce  into 
New  York. 

"First  of  all,  no  one  may  ride  a  bicycle 
without  having  a  certificate  of  proficiency, 
and  to  get  this  you  must  undergo  a  strict 
examination.  Women  must  be  able  to  mount 
and  dismount  on  both  sides  of  their 
wheels.  Everybody  must  show  that  he  can 
turn  corners  and  must  ride  in  and  out  be- 
tween a  number  of  dummies  without  knock- 
ing any  of  them  down.  If  you  can't— no  cer- 
tificate; practice  outside  the  city  limits  or 
indoors  until  you  can.  If  you  pass  the  or- 
deal tlien  you  are  photographed  by  the  po- 
lice. It  reminded  me  of  qualifying  for  the 
rogues'  gallery. 

"The  photograph  and  your  certificate  of 
proficiency  are  fitted  into  a  little  book  con- 
taining the  rules  for  cycling  in  the  city. 
You  must  carry  this  book  and  be  prepared 
to  show  it  on  demand.  It  costs  about  $1.25 
of  our  monej\  If  you  can't  show  it— police 
inquisition  and  fine.  Besides  being  photo- 
graphed yon  must  be  numbered.    When  you 


discover  that,  the  rogues'  gallery  impression 
redoubles  in  strength.  You  get  the  number, 
a  huge  brass  affair,  free.  It  has  to  be  car- 
ried conspicuously  on  the  handlebar  of  your 
machine.  When  numbered,  taxed,  photo- 
graphed and  passed  by  the  superintendent 
of  police  you  are  free  of  the  streets,  so  long 
as  you  keep  the  rules.  But  don't  think  of 
scorching.  The  police  keep  a  sharp  lookout, 
and  the  penalty  is  heavy  enough  to  make 
you  sorry  if  you  do." 


Table  Turned  on  Grumpier. 

Eleven  cycle  riders  have  a  suit  against  M. 
O.  Grumpier,  of  Chattanooga,  Tenn.,  brought 
in  Atlanta.  Mr.  Grumpier  promoted  the  meet 
at  Ghattanooga  in  the  fall  of  1897,  at  which 
the  circuit  men  were  prevented  from  riding 
on  account  of  their  baggage  being  held  up 
for  the  unpaid  fare  of  Little  Pete,  the  cir- 
cuit followers'  mascot.  The  railroad  com- 
pany lost  its  suit  and  $1,000  damages,  and 
Mr.  Grumpier  sued  the  riders  in  turn  for 
their  failure  to  appear.  He  refused  to  post- 
pone tlie  meet  or  to  hold  it  as  advertised 
when  he  found  that  the  riders  would  reach 
the  track  later  than  advertised. 


Leander  Defeats  Walthour. 

On  the  Goliseum  track,  Atlanta,  March  7, 
George  Leander  defeated  Robert  Walthour 
in  a  motor  paced  race  of  three  five-mile 
heats,  for  a  purse  of  $400  and  60  per  cent  of 
the  gate  receipts.  Leander  won  the  first 
and  last  heats.  Five  thousand  people  saw 
the  race.  The  one-mile  professional  handi- 
cap was  won  by  Lake,  Galdwell  second  and 
Turville,  third. 


The  Retail  Record. 

Lanesville,   Mass.— Francis   Reid,  jr.,   has 
opened  store. 

Great    Barrington,    Mass.— Ernest    Collins 
opened  store. 

Buffalo   N.    Y.— George   W.    Miller;   slight 
damage  by  fire. 

Southampton,  N.  Y.— Henry  N.  Clark  moved 
to  Reeves  building. 

Beverly  Farms,  Mass.— Charles  J.  Martin 
has  opened  store. 

Salem,  Mass.— Frank  E.  Wing  opened  si  ore 
at  277  Essex  street. 

Bath,  N.  Y.— G.  N.  Curtiss  opened  store  in 
Hardenbrook  building. 

Galesburg,  Ill.--Walton  Mfg.  Co.,  moved  to 
South  Chambers  street. 

Strasburg,     Va.— David     W.     Hupp     and 
Lanek  Hottel;  new  firm. 

Utica,  N.  Y. — W.  L.  Paekman  has  opened 
store  at  251  Bleecker  street. 

Worcester,    Mass.— Ware    Cycle   Company 
has  opened  store  on  North  street. 

Windham,  N.  Y.— -Mack  &  Jenne,  reopened 
store  and  absorb  Osborn  &  Arnold. 

Reading,  Pa.— Charles  T.  Heckler  will  oc- 
cupy new  building,  222  Penn  street. 

Charlotte,  Va.— G.  B.  Keller  purchased  in- 
terest of  partner  in  Relay  Bicycle  Co. 

Findlay,    O. — Harry    Bennett    will    occupy 
new  building  east  of  Blockford  building. 

Hilliardville,    Conn. — J.    P.    Ledyard    will 
open  store  in  Brown  &  Patten  Building. 
.  Auburn,   Me.— The  V.   S.   Darling  Bicycle 
Company  will  move,   April  1,   to  52   Court 
street. 


m 


4 


Buy-Cycle  Time  is  Here 


which  means  that  it's  time  to 
make  the  most  of 

The  ADJUSTABLE  FORSYTH. 


^0^ 
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# 

f  ~ 

»  FORSYTH  MFG.  COMPANY,   ■   BUFFALO,  N.  Y. 


Are  you  doing  so?      If  not,  why  not? 


f 

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Jobbers,  Be  Wise! 


Handle  these 
Goods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


THE  ERIE  CRACK- A-  JACK  (DOUBLE  TTO^ 
PATENTED  MAV  28.  1901 

PENNSYLVANIA  RUBBER  CO. 
ERIE.   PA. 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK 

BUPPAU) 


CHICAaO  BOSTON 

PHILADELPHIA 


THE  BICYCLING  WORLD 


639 


EL  WELL  SEEKS  INFORMATION 


Veteran  Tourist  Is  Interested  in  flotor  Bi- 
cycles but  Desires  Further  Liglit. 


Editor  The  Bicycling  World: 

I  am  seeJving  information  regarding  motor 
bicycles,  and  I  trust  that  at  least  a  few  of 
those  V  ho  are  in  possession  of  practical 
knowledge  regarding  their  use  and  availabil- 
ity for  touring  purposes  will  be  willing  to 
let  me  know  in  these  columns  the  opinions 
they  have  formed  regarding  them  as  the 
result  of  personal  experience.  My  reasons 
for  desiring  this  information  from  others,  In- 
stead of  gaining  it  by  my  own  personal 
experience,  is  because  I  have  little  time  for 
experimenting,  unless  I  can  have  reasonable 
expectation  of  good  results. 


others  are  no  better  they  can  be  of  little 
practical  use.  But  I  can  hardly  believe  this, 
for  if  it  were  so  there  would  not  be  so  many 
enterprising  firms  engaged  in  their  manu- 
facture. Should  the  motocycle  be  able  to 
perform— with  a  reasonable  discount  for  en- 
thusiasm and  business  interests— what  is 
claimed  for  it,  it  would  be  a  great  and  dis- 
tince  advance  over  the  man  driven  cycle 
for  Continental  touring,  no  matter  what  its 
other  claims  for  usefuluess  may  be.  In  the 
first  place,  it  would  enable  ^ne  to  double  the 
distances  possible  to  be  made  on  the  motor- 
less  cycle;  uninteresting  places  could  be 
passed  by,  and  an  improved  itinerary  made 
possible;  head  winds,  more  of  a  factor  to  be 
reckoned  with  in  European  touring  than 
here,  would  be  robbed  of  their  terrors;  the 
weak  man  would  be  put  nearly,  if  not  quite, 
on  a  level  with  the  sti'ong  man  as  regards 
ability  to  cover  distances,  and,  although  one 


Are  motocycles  now  on  the  market  that 
can  be  depended  on  to  actually  "go"  even  if 
given  reasonable  care  and  attention?  Can 
one,  not  a  mechanical  expert,  learn  how  to 
operate  them  and  keep  them  in  order?  Is 
it  a  pleasure  to  ride  them,  or  are  the  vibra- 
tion and  the  position  of  the  rider  uncomfort- 
able and  tiresome?  Is  as  much  physical 
enjoyment  to  be  derived  from  a  motocycle  as 
from  a  motorless  bicycle,  or  does  it  afford  no 
more  exercise  than  is  to  be  had  in  an  auto- 
mobile? I. should  imagine  that  there  might 
be  an  opportunity  to  display  judgment  and 
skill  in  running  the  motor,  easmg  it  on  the 
hills  and  letting  it  out  on  the  levels,  that 
would  give  zest  and  exercise  to  the  rider — 
but  is  this  the  case?  Can  they  be  controlled 
on  long  down  grades  or  in  the  traffic  of  city 
streets  with  safety? 

I  am  confident  that  I  am  not  the  only  one 
that  is  revolving  these  questions  in  his  mind 


SOr\E  SUGGESTIONS  FOR  SEASONABLE  AND  HELPFUL  LOCAL  ADS. 


Did  You 

Ever  Hear  so  Many  People 

Saying: 

"  rm  going  to  ride  a  bicycle  again 
this  year.  I  find  that  I  do  not  feel 
half  as  well  as  when  I  was  riding 
regularly  a  year  or  two  ago. " 

It  means  that  the  bad  effects  of  the 
"  craze  "  have  passed — that  people  are 
coming  to  their  senses  and  realizing  the 
real  merit  of  the  bicycle. 

It  means  that  more  people  will  buy 
bicycles  and  ride  bicycles  than  for  several 
years   past.     Incidentally,    with  our  line 

of and we  are  well 

situated  to  please  all  comers. 


The  Thousands  who 
are  Renewing  Their 
Interest  in  Cycling 

are  learning  that  since  they  left  off, 
bicycles  have  been  not  only  greatly 
reduced  in  price  but  improved  in 
quality  and  that  many  new  things 
have  been  devised  that  make  cycling 
more  comfortable  and  enjoyable  than 
ever  before.  Cushion  frames,  coaster 
brakes  spring  seat  posts,  etc,  are 
among  the  number. 

Of     the    improved    bicycles,   there 
are  few  if  any  that  can  compare  with 

the .      And    the    prices — 

they  are  suited  to  all  pocket  books. 


If  s  "in  the  Air" 


Bicycling  is  due  for  a  distinct  revival. 

It  will  not  be  a  "  craze"  or  a  "  boom  " 
and  people  will  not  ride  simply  because 
their  neighbors  ride  but  because  cycling 
is  a  delightful  recreation,  a  charming 
means  of  obtaining  health-giving  outdoor 
exercise. 

Never  before  was  it  possible  to  obtain 
such  splendid  values  in  bicycles  for  so 
little  money. 

Fifty    dollars    will  now    buy    a    better 

than  $ioo  would  purchase 

a  few  years  ago. 

And  we  have  cheaper  wheels  for  those 
who  want  them. 


For  many  years  I  have  conducted  bicycle 
tours  over  the  continent  of  Europe,  and,  al- 
though I  have  also  travelled  extensively  by 
the  usual  methods  of  locomotion,  touring 
by  bicycle  is  far  and  away  the  most  health- 
ful and  enjoyable.  The  roads  of  the  Old 
^^'orld,  as  every  one  is  probably  well  aware, 
are  better  built  than  anywhere  else.  They 
are  hai-d  and  smooth  and  beautifully  grad- 
ed, and  they  lead  one  through  most  en- 
chanting scenery.  Up  to  now  the  man  driven 
bicycle  furnished  the  best  means  for  touring 
over  these  roads,  and  the  tours  I  have  made 
a-wheel  are  the  pleasantest  spots  in  my  life. 
For  this  reason  I  have  read  with  more  than 
usual  interest  the  advertisements  of  the  va- 
rious motor  cycle  makers  and  the  articles  on 
the  subject  in  The  Bicycling  World  and 
other  papers,  but  I  have  heard  little  or  noth- 
ing from  those  who  use  them— if  such  per- 
sons there  are.  The  only  motocycle  that  I 
have  had  an  opportunity  to  experiment  with 
for  a  very  short  time  did  not  "go,"  and  if. 


might  get  well  dusted  up,  he  would  not  be 
likely  to  get  overheated  or  overtired,  and 
would  arrive  at  the  terminus  of  the  day's 
run  without  being  fagged  out  and  reeking 
with  perspiration.  It  would  do  away  with 
the  occasional  long,  tiresome  pulls  against 
winds  and  grades,  which  the  rider  of  the 
motorless  wheel  cannot  always  escape,  and 
on  fine  level  stretches  there  must  be  a  glori- 
ous exhilaration  in  letting  the  machine  run 
at  the  rate  of  twenty  miles  an  hour. 

All  this  sounds  most  enticing  to  me,  for  I 
have  in  my  mind's  eye  the  splendid  high- 
ways of  France,  the  grand  scenery  of  the 
Alps,  through  whose  valleys  wind  white 
roads  by  the  shores  of  the  bluest  of  blue 
lakes,  and  the  great  German  route  along 
the  Rhine,  which  extends,  level  as  a .  floor, 
through  Holland  to  the  sea,  where  the  motor 
would  have  the  finest  of  opportunities  to 
show  "what  it  can  do.  But  this  seems  almost 
too  good  to  be  true,  and  the  questions  that 
I  would  like  answered  are: 


—there  are  thousands— and  if  there  are 
actual  riders  who  could  answer  them  they 
would  find  a  large  and  eager  audience. 

Could  I  be  reasonably  certain  that  the 
motocycle  is  now  a  practical  machine  I 
should  be  strongly  tempted  to  spend  the 
coming'  summer  in  testing  its  delights  on 
the  highwaj^s  of  Europe,  and  in  such  case 
would  be  pleased  to  make  arrangements  for 
all  motocycle  riders  who  would  care  to  join 
me  on  such  a  tour — there  could  be  no  better 
way  of  finding  out  its  possibilities  for  health 
and  pleasure.  However,  I  hardly  expect  to 
have  this  invitation  accepted,  for,  so  far  as 
I  have  personal  knowledge,  there  are  but 
few  riders  as  yet,  although  many  may  be 
created  the  present  spring.  But  if  those 
who  know  would  give  us  of  their  knowledge 
it  would  be  mcst  sladlv  received. 

FRANK  A.  EL  WELL,  Portland,  Me. 


"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles and  How  to  Manage  Them."  $1.  The 
Goodman  Co.,  Box  649,  New  York.  *** 


640 


THE  BICYCLING  WORLD 


GRIDIRON  OF  GOOD  ROADS 


Bill  Introduced  to  Expend  $20,000,000  and 
Make  New  York  a  Cyclists'  Paradise. 


By  the  introduction  of  tbe  following  bill 
in  the  New  York  Senate  on  Friday,  Senator 
Armstrong  gave  the  inuc-h-talkcd-of  $20,000,- 
000  road  improvement  scheme  the  practical 
turn  which  it  has  required. 

The  bill  took  the  form  of  an  amendment 
to  Article  VII  of  the  Constitution,  and  was 
referred  to  the  Judiciary  Committee.  It 
reads  as  follows: 

"A  debt  or  debts  of  the  State  may  be  au- 
thorized by  the  law  for  the  improvement  of 
highways  not  within  the  boundaries  of  any 
city  or  village.  Such  highways  shall  be  de- 
termined under  general  laws,  which  stall 
also  provide  for  the  equitable  apportion)uent 
thereof  among  the  counties.  The  aggregate 
of  the  debts  authorized  by  this  section  shall 
not  at  any  one  time  exceed  the  sum  cf  $20,- 
000.000. 

"The  payment  of  the  annual  interest  on 
such  debt  and  the  creation  of  a  sinking  fnnd 
of  at  least  .1  per  cent,  per  annum  lo  dis- 
charge the  principal  at  maturity  r,hall  be 
provided  by  general  laws  whose  force  and 
effect  shall  not  be  diminished  during  the  ex- 
istence of  any  debt.  The  Legislature  may, 
by  general  laws,  require  the  county  or  town, 
or  both,  to  pay  to  the  sinking  fund  the  pro- 
portionate part  of  the  cost  of  any  such  high- 
Avay  within  the  boundaries  of  such  county  or 
town,  and  the  proportionate  part  of  the  in- 
terest thereon,  but  no  county  shall,  at  any 
time  and  for  any  highway,  be  required  to 
pay  more  than  35  per  cent,  of  the  cost  of 
such  highway  and  no  town  more  than  15  per 
cent.  None  of  the  proportion  of  the  ;)rovis- 
ion  of  the  fourth  section  of  this  article  shall 
apply  to  debts  for  the  improvement  of  high- 
ways hereby  authorized.'" 

This  action  was  the  outcome  of  the  recent 
Good  Roads  convention  held  at  Albany,  at 
which  nearly  400  State  representatives,  in- 
cluding the  supervisors  of  nearly  every  coun- 
ty, were  present  to  show  their  approval  and 
interest. 

The  immediate  issue  of  the  bonds  by  the 
State  is  to  afford  sufficient  fimds  to  carry  on 
the  work  without  delay.  Ultimately  the  State 
will  actually  pay  $10,000,000,  the  counties 
$7,000,000  and  the  towns  $.3,000,000.  If  the 
proposition  is  passed  by  the  Legislature  it 
is  to  be  submitted  to  the  people  in  the  form 
of  a  referendum  at  a  general  election. 

State  Engineer  and  Surveyor  Bond  has 
given  the  matter  careful  study,  and  Las 
drafted  a  map  showing  the  location  ai'd  di- 
rection of  the  roads  that  will  gridiron  the 
State  in  all  directions,  and  that  ilso  shows 
the  cities  which  would  be  connected  by  them. 
The  locations  of  the  roads,  as  proposed  by 
Mr.  Bond,  are  as  follows: 

Fii'st— From  a  point  in  Rockland  County, 
near  the  New  Jersey  State  line,  through 
Rockland  and  Orange  c-ounties  to  Nevvburg, 


thence  to  Biughamton,  Oswego,  Eimira, 
Corning  and  Bath,  with  a  road  diverging 
from  Biughamton  to  Auburn,  and  Irom  Au- 
burn on  to  Lyons  and  Rochester,  running 
obliquely  in  a  northerly  diraction. 

Second— From  Elmlra  a  branch  through 
Watkins  to  Bath,  Belmont,  Little  Valley  and 
Mayville,  with  a  loop  aroimd  Ciiautauqua 
Lake,  taking  in  the  city  of  .Jamestown. 

Third— From  Blmira  to  Rochester,  passing 
through  Watkins,  Penn  Yann  and  Canan- 
daigua;  or,  the  road  running  in  a  northwest- 
erly direction  from  Bath  to  <ieuesee,  passing 
through  Batavia  and  Lockpovt  and  thence  to 
Buffalo. 

Fourth— From  Bath  westerly  to  Belmont, 
Little  Valley,  Chautauqua  Lake  and  the  city 
of  Jamestown. 

Fifth— From  Kingston  along  the  Esopus 
Creek  and  Delaware  River  valleys  to  Nor- 
wich, Chenango  County;  or  to  be  diverted  so 
as  to'  include  Delhi,  Cooperstown,  Richfield 
Springs  and  Syracuse  or  Utica. 

Sixth — From  Norwich  .through  Ithaca  to 
Watkins  and  Mayville,  or  northwesterly  to 
Rochester;  also  a  branch  ■'rom  Cortland  to 
Auburn,  Lyons,  Rochester,  and  westerly  bj' 
way  of  Albion  and  Lockport  to  Niagara 
Falls,  Tonawanda  and  Buffalo;  also  a  direct 
line  from  Little  Valley,  Cattaraugus  County, 
to  Buffalo,  and  from  Mayville  to  ButTr.lo. 

Seventh — Starting  in  Westchester  Cormty 
at  White  Plains,  up  the  east  side  of  the 
Hudson  River,  through  the  counties  of  West- 
chester, Putnam  and  Dutchess,  to  a  point 
opposite  Kingston,  passing  through  the  coim- 
ty  seats  of  the  last  three  counties;  thence  to 
Kingston;  or,  if  preferred,  from  Carmel  to 
Newburg,  and  tlience  up  the  V\-est  side  of  the 
Hudson  River,  through  Kingston  to  Albany 
and  Troy,  with  a  branch  line  rrom  a  point 
opposite  Catskill,  through  Hudson  to  New 
Lebanon  and  the  Massachusetts  State  line, 
at  which  point  the  road  joins  the  improved 
State  roads  of  Massachusetts  leading  to 
Pittsfleld  and  through  the  State;  a  branch 
line  from  this  point  also  running  in  a  north- 
Avesterly  direction  to  Troy. 

Eighth— From  Albany  to  Troy,  through 
Schenectady,  Amsterdam  and  Fonda,  with  a 
branch  from  Fonda  through  Johnstown  and 
Gloversville  to  Lake  Pleasant;  returning  to 
Fonda  a  road  west  from  the  point  through 

Little  Falls,  ,   Rome  and  Oneida,  and 

one  to  Syracuse,  with  a  branch  road  from 
Rome,  passing  through  Boonville  and  Low- 
ville  to  Watertown,  and  thence  to  Alexandria 
Bay;  continuing  westward  from  Syracuse 
the  road  would  again  lead  through  Auburn, 
Lyons  and  Rochester,  to  Niagara  Falls  and 
Buffalo. 

Ninth— From  Watertown  northwesterly 
through  Philadelphia  and  Antwerp,  to  Cf;n- 
ton,  witli  a  branch  from  Canton  to  Ogdens- 
burg;  from  Canton  easterly  to  Malone  and 
Pittsburg,  thence  south  to  Elizabeth,  the 
county  seat  of  Essex  County;  thence  along 
due  south  through  the  valley  of  Bouqiiet  and 
Schroon  rivers  to  Schroon  Lake;  thence  along 
the  shores  of  tliat  lake  and  through  the  val- 
ley of  Schroon  River  to  Warrensburg;  th<  nee 
on  to  Caldwell,  at  the  head  of  Lake  George, 


and  from  there  to  Glens  Falls,  (Greenwich 
and  Troy. 

Tenth— From  Glens  Fa'ls  a  southerly 
branch  road  to  Saratoga  Springs,  Ballston 
Spa  and  Amsterdam,  there  joining  the  other 
system,  after  taking  in  the  belt  of  Northern 
New  York  from  Watertown  to  Saratoga 
Springs,  together  with  a  comparatively  direct 
line  leading  from  Lowville  almost  due  west 
to  Crown  Point,  passing  through  Lewis,  Her- 
kimer, Hamilton  and  Essex  counties  to  Lake 
Champlain,  embracing  all  of  the  varieties  of 
beautiful  scenery  for  which  the  State  is  poted 
between  the  Thousand  Islands  and  the  Adi- 
rondack region,  as  well  as  the  beauties  of 
Lake  Champlain  and  Lake  George. 


Road  Building  to  Honor  Jefferson. 

The  linking  together  of  two  localities  made 
memorable  by  tlieir  connection  with  the  au- 
thor of  the  Declaration  of  Independence — 
Thomas  Jefferson's  home  and  the  University 
of  Virginia,  which  he  founded — is  to  be  car- 
ried out  bj'  the  construction  of  the  Jefferson 
Memorial  Road. 

In  connection  with  this  the  United  States 
Department  of  Agriculture,  office  of  Public 
Road  Inquiries,  has  issued  an  invitation  to 
a  convention  to  be  held  at  Charlottesville, 
Va.,  April  2,  3  and  4. 

A  good  roads  special  train,  carrying  22  en- 
gineers and  road  experts  and  equipped  with 
15  carloads  of  the  latest  improved  road  mak- 
ing machinery,  will  arrive  at  Charlottesville 
March  24,  and  begin  the  construction  of  the 
road,  in  pursuance  of  plans  heretofore  pre- 
pared. 

On  April  2,  at  2  p.  m.,  the  convention  will 
be  called  to  order  by  Gen.  Fitzhugh  Lee, 
president  of  the  Jefferson  Memorial  Road 
Association,  and  his  excellency  Gov.  A.  J. 
Montague  of  Virginia  will  welcome  'he  peo- 
ple in  attendance.  The  convention  will  then 
be  addressed  by  the  Hon.  John  W.  Daniel 
and  the  Hon.  Thomas  S.  Martin,  the  United 
States  Senators  of  the  State  of  Virginia. 
There  will  be  two  sessions  of  the  convention 
on  each  of  the  days  named  above,  at  wtich 
addresses  will  be  made  by  many  distin- 
guished citizens  and  statesmen  of  this  and 
other  countries.  Special  invitations  have 
been  extended  to  President  Roosevelt  and  his 
Cabinet,  to  the  diplomatic  representatives  of 
all  foreign  governments,  to  the  members  of 
the  United  States  Senate  and  House  of  Rep- 
resentatives, to  the  Governors  of  ••II  States 
and  Territories,  to  the  presidents  and  gen- 
eral managers  of  railroads,  and  to  the  presi- 
dents of  universities  and  colleges. 


Coaster  Brakes  Save  Chains. 

It  has  been  discovered  that  since  coaster 
brakes  came  into  use  chain  breakages  have 
been  materially  lessened.  Rupture  of  a 
chain  usually  occurs  by  the  chain  riding  the 
sprocket  when  travelling  at  high  speed.  On 
the  free  wheel  the  chain  is  stationary  usually 
when  running  down  hill  and  the  high  speed 
strains  are  not  applied  so  frequently. 


As  a  rule  the  man  who  possesses  the  larg- 
est stock  of  personal  hard  luck  stories  is  the 
man  who  possesses  the  least  business  en- 
ergy, tritely  observes  White's  Sayings. 


THE  BICYCUNG  WORLD 


643 


FIRST  MOTOR  BICYCLE  MEET 


London  Shows  the  Way  With  an  Interest- 
ing Program — The  Results. 


What  was  probably  the  first  exclusively 
motor  bicycle  race  meet  ever  held  in  the 
world  was  that  of  February  22  on  the  Crystal 
Palace  track,  London,  England,  under  the 
auspices  of  the  Motor  Cycling  Club.  The  pro- 
moters were  favored  by  genial  weather  and 
a  good  sized  attendance.  Unfortunately  the 
programme  was  marred  by  the  fact  that  a 
number  of  machines  were  unable  to  com- 
pete owing  to  maliciousness  on  the  part  of 
some  one  who  placed  pins  in  a  number  oi  the 
tires. 

Three  tracli  events  were  held,  consisting  of 
five-mile  scratch  races,  divided  according  to 
horsepower,  as  given  in  the  catalogues  of  the 
makers.  The  divisions  were:  One  and  cne- 
half  horsepower  and  under;  not  less  than 
one  and  one-half  horsepower  nor  more  than 
two  horsepower,  and  for  motors  of  more  than 
two  horsepower.  Pedalling  was  permitted  if 
desired. 

The  first  event  was  divided  into  two  heats, 
E.  Dries  (Derby  motor)  b<>ating  a  field  of 
three;  T.  B.  Andre  (Derbj^  motor),  t-econd. 
Time,  10  min.  36  sec.  The  second  heat  was 
won  by  Tessier  (front  driving  Werner)  in  9 
min.  18  sec.    In  the  final  he  ran  away  from 


Dries,  and  won  easily  in  9  min.  29  2-5  sec. 

The  second  event  was  run  off  all  in  one 
heat,  the  starters  being  H.  W.  Stones  (Rex 
1%  h.  p.),  L.  S.  Watson  (Chapelle  1%  h.  p.),  J. 
H.  Dickinson  (J.  D.  1%  h.  p.)  and  E.  T.  Ar- 
nott  (Princeps  1%  h.  p.).  The  Rex  led,  Avith 
the  Princeps  neck  and  necli,  until  the  latter 
had  to  stop,  and  the  Rex  finished  alone. 
Time,  9  min.  40  sec. 

Only  two  competitors  fought  out  the  higher 
powered  event— A  Westlake  (Chapelle,  3  h. 
p.)  and  H.  Martin  (Excelsion,  with  2%  h.  p. 
De  Dion  motor).  Martin  led  from  start  to 
finish,  Westlake  gaining  slightly  toward  the 
end.  Pin  troubles  had  affected  the  latter's 
back  tire.  Martin  won  in  the  fastest  time  of 
the  afternoon,  9  mins.  .04  4-5  sees. 

The  programme  was  then  changed  from 
the  track  to  the  grounds,  where  the  second 
portion  of  the  programme,  In  the  form  of 
open  speed  and  hill  climbing  contests,  was 
decided. 

The  selected  course,  about  three-quarters 
of  a  mile,  started  from  the  road  at  the  rear 
of  the  tracli  and  wound  around  the  grounds. 
Seven  competitors  took  part  in  the  event  for 
motors  of  not  more  than  one  and  one-half 
horsepower.  E.  .Dries,  on  his  Derby,  had 
trouble  with  his  belt  en  route,  and  had  to 
retire,  the  other  six  starters,  however,  cover- 
ing the  course. 

There  were  four  starters  in  the  event  for 
engines  over  one  and  one-lialf  horsepower 
and  not  exceeding  two  horsepower,  and  one 


starter  for  that  open  to  engines  over  two 
horsepower.  The  results  of  these  three 
events  were  as  follows: 

For  motor  bicycles  of  1%  h.  p.  or  under. 
A.  Rivett  (Blizzard  1%  h.  p.  Minerva  engine); 
time,  2  mins.  .05  2-5  sees.  2.  Bert  Yates,  1, 
(Humber  1%  h.  p.,  chain  drive) ;  time,  2  mins. 
16  4-5  sees.  3.  E.  Perman  (Excelsion  li/o  h. 
p.);  time,  2  mins.  22  sees. 

For  motors  more  than  1%  li.  p.,  but  not  ex- 
ceeding 2  h.  p.— This  was  won  by  B.  T.  Ar- 
nott  (Princeps  1%  h.  p.),  whose  time  was  2 
mins.  13  4-5  sees.;  2,  H.  W.  Stones  (Rex  1% 
h.  p.).  This  rider  was  disqualified  for  a 
technical  breach  of  the  rules,  his  starter 
overstepping  the  mark. 

The  last  event  was  a  ride  over  for  H.  Mar- 
tin (Excelsior  2%  h.  p.).  His  time  was  2 
min.  16  2-5  sees.  It  will  be  noted  that  the 
1%  h.  p.  machines  did  exceedingly  well. 


To  Preserve  the  Enamel. 

To  prevent  rust  forming  under  the  enamel 
of  frame  tubes,  to  which  chipping  and  peeling 
is  due,  it  is  recommended  that  the  tubes  be 
heated  to  the  boiling  point  of  water  and  the 
enamel  applied  while  the  frame  is  hot.  The 
heating  removes  any  dampness  that  may 
exist,  and  the  dampness  is  what  causes  the 
rust. 

"Motorcycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound,  $1. 
The  Goodman  Co.,  Box  649,  New  York    *** 


IDEAL  HANDLE  BARS 


Patented  Jluiu  ju,  189SI. 


For  I902 

ARE  BET  I ER  THAN  EVER, 

and  sold  for  only  a  small  advance 
over  cheap  trash. 

ORDERS   PROMPTLY   FILLED, 

We  make  extensions  out  of  forged  steel 
with  a  forward  throw  of  2%  inches,  z% 
inches  and  5^  inches. 

We  also  make  bars  for  Motor  Cycles, 
with  re-enforcement  so  they  will  stand,  with 
raise  or  drop  of  1%  and  3  inches. 

Write  for  prices  to  the 

IDEAL  PLATING  COMPANY, 

3  Appleton  Street,    BOSTON,  MASS. 


THERE  ARE  NO   LAMPS 

EQUAL  TO  THE 

BRILLIANT  or  HALO 

Gasoline  Gas  Lamps 

for  HOME,  CHURCH,  STORE, 
STREET  LIGHTING,  Etc. 

Tiiousands  of  them  in  daily  use  justify  tiie  claim.    Every 

lamp  guaranteed.     Average  cost  of  running 

100  candle  power 

ABOUT    15  CENTS  A  MONTH. 

ONE   AGENT  WANTED   IN   EVERY  TOWN. 

BRILLIANT  GAS  LAMP  CO.,  42  State  St.,  Chicago. 


...The  REAL  THING  in  Bicycle  Wrenches... 

THE    WRENCH    THAT    ACTUALLY    DOES    "LIVE    UP"    TO     ITS    NAME. 


Length,       |^B 

1;  inches,       IWT 


( Will  take  iJi-inch  nut.) 
Write  for  Catalog  and  Quotations. 


ilRfcMS 


Weight, 
4)4   ounces. 


ITS    STERLING     QUALITY    and     ITS 

POPULAR  PRICE    HAVE    MADE 

IT  A  PHENOMENAL  SELLER. 


FRANK  MOSSBERG  CO,,  AWshoro,  Mass, 


wmtk 


644 


THE  BICYCLING  WORLD 


^ 


A  i-ounce  tube  of  Jifoid  with  Needle  top,  a  small  bottle  of  Oilineand  a  tube  of  Chainine   are  all 
that  the  bicycle  rider  needs  for  repairing  tires,  lubricating  and  cleaning  his  bicycle  and  chain. 


I^^^si0- 


IN  BRUSH  TOP 
TUBES. 

Chainine  is  a  !iigh-grade  Chain 

Lubricant  in  paste  form. 
Can  be  readily  apphed  to  Chain 
without  soiling  the  hands. 


Jf^ 


IS   THE   VERY   FINEST 

Quick- Repair  Cement. 

IT    IS    ALSO 
A    RUBBER  CEMENT.— It   will    ce- 
ment a  patch. 

A  RIM  CEMENT.— It  will   cement  a 
tire  to  either  a  wood  or  metal  rim, 


LUBRICATES, 

CLEANS. 

POLISHES. 

Prevents  Rust 


A  PLUGGING  CEMENT.— It  will  set 
a  plug  in  a  single-tube  tire. 
Write  the  following   Distributing  Agents  for  furtlier  particulars  and  prices 
RED  CROSS    BRAND    DISTRIBUTORS. 


William  H.  Hoegee   Co., 

Baker  &  Hamilton, 

Leavitt  &  Bill, 

The  Consolidated  Supply  Co., 

Indianapolis  Hardware  Co., 

C,  S.  VVachtell  &  Son  Co., 

Harrah  &  Stewart  Manufacturing  Co., 

Louis  Erhardt  &  Co.. 

W.  A.  L.  Thompson  Hardware  Co, 

The  Hockaliy  Hardwire  Co., 

Henry   Keidel  &  Co., 

United  Supply  Co., 

Monnier  Cycle  Supply  Co., 

The  R.  J.  Leacock  Supply  Co., 

The  ICelsey  Co.,  .  ■  - 

The  Wilson  Co.,     -  -  - 

The  Sidney  B.  Roby  Co., 

W  D.  Aairews.    - 

H  R.  Olmited  &  Son, 

Utica  Cycle  Co.,    - 

CoUister  &  Sayle, 

Stark  &  Weckesser, 

The  Bostwick-Braun  Co  , 

The  Union  Supply  Co., 

Honeyman  Hardware  Co., 

Jerome  P.  Parker 

Gotfredson  Bros.  Hardware  Co., 


Los  Angeles,  Cal. 
San  Francisco,  Cal. 
San  Francisco,  Cal. 
Denver  Colo. 
Indianapolis,  Ind' 
Muncie,  Ind. 
Des  Moines,  Iowa. 
Atchison,  Kans. 
Topeka,  Kan. 
Wichita,  Kan. 
Baltimore,  Md. 
Boston,  Mass 
Detroit,  Mich. 
St.   Louis,  Mo. 
Buffalo,  N.  Y. 
New  York  City,  N. 
Rochester,  N.  Y. 
Syracuse,  N.  Y. 
Syracuse,  N.  Y. 
Utica,  N.  Y. 
Cleveland,  Ohio. 
Dayton,  Ohio. 
Toledo,  Ohio 
Toledo.  Ohio. 
Portland,  Oregon. 
Memphis,  Tenn 
Green  Bay,  Wis. 


HIGH-PRESSURE    BRAND    DISTRIBUTORS. 


Appeal  Mfg.  &  Jobbing  Co., 

Dunham,  Carngan  &  Hayden  Co., 

The  Post  &  Lester  Co.,      - 

Deveney,  Hood  &  Co.,        -        -        -        - 

C  .H.  Larson  Cycle  Co., 

Tenk  Hardware  Co.,  -  -         - 

H.  T.  Hearsey  Vehicle  Co., 

Wai'field-Chase  Co.,      .  -  - 

Knapp  &  Spencer  Co., 

Coggins  &  Owens 

Bigelow  &  Dowse  Co., 

William  Read  &  Sons, 

Adams  &  Hart,    - 

Beard,  Goodwillie  &  Co., 

iviorley  Brothers, 

J.  F.  Schmelzer  &  Sons  Arms  Co  , 

Wyeth  Hardware  and  Manufacturing  Co., 

Norvell-Shapleigh  Hardware  Co., 

The  Wittmann  l-o., 

F.  A.  Trowbridge  &  Co., 

Albany  Hardware  and  Iron  Co.. 

The  William  Hengerer  Co., 

Joseph  Strauss  &  Son, 

Weed  &  Co  , 

C.  B.  Barker  &  Co  ,  Ltd  , 

M.  Hartley  Co., 

Willis  Park  Row  Bicycle  Co.,   - 

The  E.   H.  Hall  Co., 

W.  A.  Doubleday  Co., 

H.  W.  Luetkemeyer  &  Sons, 

The  Mcintosh-Huntington  Co., 

The  George  Worthington  Co. 

Columbus  .Sporting  Goods  Lf. 

Ballou  &  Wnght, 

George  W.  Nock,  -  .  - 

.Supplee  Hardware  Co., 

E.  K.  Tryon,  Jr.  &  Co., 

Bindley  Hardware  Co., 

John  Millen  &  Son., 


Los  Angles,  Cal. 
San  Francisco,  Cal 
Hartford,  Conn. 
Augusta,  Ga. 
Chicago,  III. 
Quincy,  111. 
Indianapolis,  Ind. 
Des  Moines,  Iowa 
Sioux  City,  Iowa. 
Baltimore,  Md. 
Boston,  Mass. 
Boston,  Mass. 
Grand  Rapids,  Mich 
Port  Huron,  Mich. 
Saginaw,  Mich. 
Kansas  City,  Mo 
St.  Toseph  Mo. 
St.  Louis,  Mo. 
Lincoln,  Neb. 
Morristown,  N.  J. 
Albany,  N.  Y. 
Muffalo,  N.  Y. 
liufifalo,  N    Y. 
Buffalo,  N.  Y. 
New  York  City,  N. 
New  York  City,  N. 
New  York  City,  N. 
Rochester,  N.  Y. 
Syracuse,  N.  Y. 
Cleveland,  Ohio. 
Cleveland,  Ohio. 
Cleveland,  Ohio. 
Columbus,  Ohio. 
Portland,  Oregon. 
Philadelphia,  Pa. 
Philadelphia,  Pa. 
Philadelphia,  Pa. 
Pittsburgh,  Pa. 
Montreal ,  Canada. 


1 


WORLD 


<J)eOotcdhthe 
'•Hutomobile^ 


WILL  SURELY 
MTEIEST  YOE 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of      mechanical 
terms    is    needed  to 
understand    it. 


PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUILDING, 

NEW  YORK  CITY. 


$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE  COPT  Off   APPLICATinn. 


The  Week's  Patents. 

694,388.  Bicycle  Attachment.  Robert 
Kaucher,  Rochester,  N.  T.  Filed  June  22, 
1901.    Serial  No.  65,690.     (No  model.) 

Claim— 1.  A  bicycle  attachment  comprising 
an  upright  supporting  bar,  an  essentially  tri- 
angular shaped  frame  connected  at  its  for- 
ward end  to  the  upper  end  of  said  support- 
ing bar,  a  canopy  attached  to  said  frame  and 
a  hood  composed  of  two  flaps  attached  to  the 
supporting  bar  at  their  front  edges  and  con- 
nected to  the  canopy  and  frame  at  their 
upper  edges,  substantially  as  set  forth. 

694,472.  Friction  Clutch.  John  Harring- 
ton, Coventry,  England.  Filed  March  28, 
1901.    Serial  No.  10,516.    (No  model.) 

Claim— 1.  In  a  clutch,  the  combination  of 
an  inner  part,  an  outer  part,  rollers  inti'o- 
duced  between  the  said  inner  and  outer  parts, 
inclines  for  the  said  rollers,  a  carrier  for 
the  said  rollers,  and  radial  slots  of  limited 
depth  in  the  said  carrier  adapted  to  receive 
the  ends  of  the  said  rollers,  substantially  as 
and  for  the  purpose  set  forth. 

694,539.  Seat  Post  for  Bicycles.  John  Eng- 
land, London  Township,  and  Moses  Hutchin- 
son, London,  Canada.  Piled  Nov.  18,  1899. 
Renewed  Jan.  16,  1902.  Serial  No.  90,055. 
(No  model.) 

Claim — In  a  device  of  the  character  de- 
scribed, a  receptacle,  in  the  side  and  end  of 
which  an  opening  and  elongated  slot  respec- 
tively are  formed,  a  partition  in  said  re- 
ceptacle for  dividing  it  into  two  chambers,  a 
spring  bolt  formed  with  a  shoulder  and  in 
which  a  socliet  is  formed,  one  end  of  which 
spring  bolt  projects  through  the  side  opening 
in  said  receptacle,  a  coil  spring  in  said  re- 
ceptacle located  between  said  spring  bolt  and 
the  adjacent  face  of  said  receptacle,  a  pin 
secured  to  said  spring  bolt  and  extending 
through  the  elongated  slot  in  the  end  of  said 
receptacle,  in  combination  with  a  bicycle  seat 
post,  in  the  interior  face  of  which  a  circum- 
ferential groove  is  formed,  with  which  the 
end  of  the  spring  bolt  engages,  substantially 
as  and  for  the  purpose  set  forth. 

694,567.  Frame  for  Velocipedes.  James  R. 
Moore,  Newcastle-upon-Tyne,  England.  Filed 
April  29,  1901.  Serial  No.  58,065.  (No  model.) 
Claim.— A  frame  for  velocipedes,  compris- 
ing a  socket  for  the  steering  head,  a  diagonal 
member  carrying  the  pedal  cranli  axle 
bracket  at  its  lower  end  and  supporting  the 
seat  post  at  its  upper  end,  and  three  single 
tubular  members  connecting  tlie  socket  of 
the  steering  head  with  the  diagonal  member, 
one  of  the  said  three  members  connecting 
the  top  of  the  socket  of  the  steering  head 
with  the  lower  end  of  the  diagonal  member, 
another  connecting  the  bottom  of  the  socket 
of  the  steering  head  with  the  top  end  of  the 
diagonal  member,  and  the  third  connecting 
the  lower  end  of  the  socket  of  the  steering 
head  with  the  lower  end  of  the  diagonal 
member,  the  two  members  connecting  tlie 
lower  end  of  the  socket  of  the  steering  head 
with  the  diagonal  member  being  provided 
with  sockets  through  which  the  member 
running  between  the  top  of  the  socket  of  the 
steering  head  and  the  lower  end  of  the  diag- 
onal member  passes  so  that  it  has  a  certain 
amount  of  free  longitudinal  movement  with 
respect  to  the  other  two  members,  as  and  for 
the  purpose  set  forth. 

694,638.  Valve  for  Pneumatic  Tires.  Will- 
iam D.  Hart,  Bloomfield,  N.  J.,  assignor  of 
one-half  to  Eugene  M.  Macdonald,  Glenridge, 
N.  J.  Filed  .July  12,  1901.  Serial  No.  68,- 
042.    (No  model.) 

Claim— 1.  In  a  valve,  a  tubular  casing 
threaded  at  its  inner  end,  a  flanged  valve 
plug  scre>ved  into  the  threaded  inner  end  of 


THE  BICYCLING  WORLD 

the  tubular  casing  and  closing  the  valve  by 
the  contact  of  the  flange  with  the  inner  end 
of  the  casing,  an  air  passageway  from  the  in- 
terior of  the  casing  to  the  flange  of  the 
valve  plug,  a  coupling  for  an  air  supply  pipe, 
means  for  connecting  the  coupling  to  the 
outer  end  of  the  tubular  casing,  and  a  key 
connection  between  the  coupling  and  the 
valve  plug,  whereby  the  screwing  on  and 
off  of  the  coupling  opens  and  closes  the 
valve,  substantially  as  described. 

694,875.  Bicycle  Saddle.  George  A. 
Meighan,  Providence,  R.  I.  Filed  Oct.  4, 
1901.    Serial  No.  77,585.    (No  model.) 

Claim— 1.  In  a  bicycle  saddle,  the  combina- 
tion, of  a  saddletree,  made  in  one  piece  of 
metal  adapted  to  extend  transversely  across 
the  saddle  post,  having  an  ear  projecting  up- 
wardly near  each  extremity  thereof,  each  of 
which  ears  is  provided  with  an  opening  op- 
posite to  each  other,  and  an  outer  extension 
from  the  upper  portion  of  each  of  said  ears, 
and  parallel  with  the  openings  of  the  same, 
said  saddletree  being  also  provided  with  a 
central  transverse  groove,  a  bolt  mounted  in 
the  ears  of  said  saddletree  and  provided  with 
a  right  and  left  hand  screw  threaded  portion 
at  either  end  thereof,  a  circular  collar  rigidly 
secured  upon  the  central  portion  of  said  bolt 
and  made  to  fit  in  said  groove  of  the  saddle- 
tree, two  circular  pads  made  of  yielding  ma- 
terial, as  described,  metallic  holders  for  said 
pads,  each  having  a  projecting  ear  provided 
with  a  transverse  screw  threaded  opening 
to  receive  the  threaded  portion  of  said  bolt, 
a  pommel  arm  rigidly  secured  to  said  saddle- 
tree, with  means  secured  upon  said  arm  for 
permitting  limited  forward  swing  to  the  said 
pads,  as  shown  and  described. 


645 


Slipshod  Nickelling. 

There  are  very  few  plating  firms  which 
can  be  relied  upon  to  exercise  the  extreme 
care  that  is  necessary  to  produce  the  best 
class  of  work.  The  great  majority  are  con- 
tent to  cater  for  those  who  will  have  the 
cheapest  plating  and  who  have  no  reputation 
to  lose.  It  is  a  well  known  fact  that  all 
nickel  plating  is  more  or  less  porous,  and  in 
consequence  oxidization  takes  place  upon  the 
uaetal  coated,  with  the  result  that  rust  sets 
in  sooner  or  later,  according  to  the  quality 
of  the  plating.  In  the  cheap  plating  estab- 
lishments the  operators  rush  their  work,  and 
immediately  they  find  the  solution  getting  a 
little  out  of  order  they  begin  to  add  nickel 
salts,  and  so  on,  until  the  solution  is  com- 
pletely disorganized,  when  decomposition 
takes  place. 

Even  though  a  fairly  decent  coating  has 
been  put  on,  piece  work  is  so  much  the  rule 
in  shops  that  its  effect  is  offset  by  the  buff- 
ers. In  the  desire  to  knock  out  as  many 
pieces  as  possible  in  a  day's  run  the  buffers 
jam  the  work  against  the  wheel  with  all  the 
force  they  are  capable  of  exerting.  The  re- 
sult is  that  in  place  of  buffing  they  practi- 
cally scour  the  surface  and  remove" the  nicke' 
coating  to  an  extent  that  rust  sets  in.  In 
place  of  brightening  the  surface  they  grind 
it  off.  

Son  Sues  Father  and  Wins. 

An  English  ex-racing  man  recently  sued 
his  father  to  recover  prizes  left  at  home 
when  shown  ,the  door  owing  to  a  quarrel. 
The  father  claimed  that  the  son  left  tlu' 
prizes  as  recompense  for  the  expense  the 
former  had  been  put  to  in  purchasing  a  bi- 
cycle and  paying  entrance  fees.  Judgment 
was  given  the  son  for  three-fourths  (Jie 
amount  claimed  as  the  valu^  of  the  prizes. 


TRADE, 


MARK 


FauberPeifection  Hanger 


THE 

DIAMOND 
SQUARE 
CRANK 


Unequaled  in 
any  of  the 
points  which 
make  a  Perfect 
Hanger 


LIGHT 
SIMPLE 
DURABLE 

FAUBER 
MFG.  CO. 

ELGIN,      ILL. 


ii 


PERFECT 


♦> 


OILER. 

For  High  Grade  Bicycles.  The  best  and  neatest  Oiler  in  the 
market.  DOES  NOT  LEAK.  The  "PERFECT"  is  the 
only  Oiler  that  regulates  the  supply  of  oil  to  a  drop.  It  is  ab- 
solutely unequaled.    Price,  25  cetns  each. 

We  make  cheaper  oilers,  also. 

CUSHMAN  &  DENISON,  Mfrs.,  240-242  W.  23d  St.,  NEW  yORK 

WYOMA 

Coaster  Brakes. 

UNIVERSAL  AND  DETACHABLE. 

We  control  following-  patents: 

June  12,  Aug.  14,  Dec.  25,  1900, 

Feb.  19,  March  26,  April  1,  1901, 

covering  all  features  of  ccnstruction  of  these 
brakes.  We  also  control  trade-mark  «  E.  z  " 
and  win  manufacture  all  brakes  so  stamped. 

See  issue  of  January  ist  for  description 
and  watch  our  Ad. 

Reading:  Automobile  &  Gear  Co., 

Tenth  and  Exeter  Sts.,  READING,  PA. 


ittttimmm 


mana 


646 


CHAMPION  HUBS 

Write  tor  Complete  Descrlptloa  and  Prices. 


(light  weight  racing  model 


ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Tbeir  Name. 


VULCAN     HUBS. 

Cheap  but  Good  and  Well  Worth  Their  Price 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

SeUing  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHDE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  monev  than  the  use  of  the 


MORSE  RSS.'iR  CHAIN 


NOISELESS  IN  flUD,  WATER  OR 
OUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Frictionless 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

sprocket! . 

Send  for  Catalosfue  and 
Trade  Price  to 

Morse  Chain  Co.,  Irumansburg;,  N.  Y. 


THE  BICYCLING  WORLD 

WANTS  AND  FOR  SALE. 

15  cents  per  line  of  seven  words,  cash  with  order. 

XA/ ANTED — Everyone  interested  in  motor  bi- 
cycles to  purchase  "Motocycles  and  How  to 
Manage  Them."  Contains  126  pages  bristling 
with  information.  $1.00  per  copy.  For  sale  by 
The  Goodman  Co  ,  154  Na.ssau  St.,  New  York  City. 

FOR  SALE-RIM  MACHINERY. 

Complete  outfit  of  Cowdrey  machinery  for 
making  rims  and  guards.  Capacity  300  rims  and 
70  guards  per  day.  Outfit  practically  as  good  as 
new.  A  fine  opportunity  to  get  a  good  outfit 
cheap.  H.  U.  LOUD'S  SONS  CO.,  Au  Sable, 
Mich. 


♦   nMD  AND  FOOT  PUMPS,    \ 

X  Oilers,  Repair  Tools, 

1  Valves,  Name-plates,  etc. 

I  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 


U 


Factories:  Waterbury,  Conn. 
Depots:  210  Lake  St.,  Chicago. 

43^  Broome  St.,  New  York 


Bicycle  Parts  and  Tubing 

WRITE   US   FOR   PRICES. 

The  Standaru  Welding  Go. 

ci_E:vE:i_Arsiiz>,  OHIO 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
nio&t  perfect  in  point  of  design,  mechan- 
ical construction, finish  and  materials  used 
that  it  is  possible  to  produce  Made  in 
one  grade  only,  the  highest.  Handsome 
in  appearance;siniplein  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fil- 
ings and  crank  hangers  on  the  market 
i Our  1Q02  prices  are /oTO.    Write  for  them. 

ARMSTRONG  BROS.  TOOL  CO., Chicago. 


^1 


ARNOLD,SCHWINN&CO. 

CHICAGO. 

WORLD  BICYCLES. 

(j  — ^ 

Jobbing  Wheels  a  Specialty. 
LARGESTo  INDEPENDENT  MAKERS  <N  THE  COUNTRY. 


Upon  receipt  of  40  cents  in  stamps  we  will  maifone 
dozen  of  the  MAGIC  as  a  sample  trial  to  any  part  of 
U.  S.  A.    Ask  your  jobber  for  it. 


MAS  A  POINT  ONLY  XslN.  DIAMETER. 


Bicycle  salesmen  wanted  to  handle  the^MAGIC  as|a 
side  line. 

THE  MAGIC  REPAIR  TUBE  CO.,  248  LARRABEE  ST.,  CHICAGO,  ILL. 


IDEAL  HANDLE  BARS 

The  Standard  Bars  of  America 

Get  our  new  prices  on  bars  and  extensions  tor  1902  and 
y,  u  will  be  agreeably  surprised.  Electros  for  the  asking. 

IDEAL  PLATING  CO.,  3  Appleton  St.,  Boston,  Mass. 


The  Crosby  Coimpany, 

BUFFALO,    N.    Y., 

Sheet  Metal  Stamping. 


XDbe  Bt)miral 

THE  ONLY  LAMP  WHICH  BURNS 
EITHER  OIL  OR  GAS. 

...Made  by... 
THE  ADMIRAL  LAHP  CO.,      =     narysville.  Ohio. 


"D.  &  .!."  HANGERS 


Single, 

Tandem, 

Triplet, 

ABSOLUTELY    THE  BEST     Quad  and 

Motor  Cycles 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hang'?r  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


Sterling  Continuous 


NON-WINDINO. 


SinPLE,     con  PACT, 
DURABLE. 


EVERY  BELL  GUARANTEED. 


Ringing  Chime. 

NON-REVOLVINQ. 

Clear,  Loud,  Penetrating 
Alarm. 


N.  N.    HILL   BRASS   CO., 

EAST  HAMPTON,  CONN. 


Sole 
Manufacturers 


.-SCR  SALE  BY  THE  WHOLESALE  HARDWARE  AND 
SPORTINQ  OOOD     DBALB^tS. 


( PATENT  PBNMNG.) 


SALESROOMS:    84.86  Chambers  St.,  NEW  YORK 
45  Pesri  St.    BOSTON. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIEW, 

In  which  is  incorporated  "  The  Wheel  and  Cycling  Trade  Review "  and  the  "  American  Cyclist** 


Volume  XLIV. 


New  York,  U.  S.  A.,  Thursday,  March  20,  1902. 


No.  25 


COATER  BRAKES  IN  COURT 


New  Departure  Begins  Proceedings  Against 
Two  Rivals— The  Patents  Involved. 


Coaster  brake  litigation,  about  which  there 
have  been  intermittent  mutterings  for  many- 
months,  tools  form  last  week.  The  New  De- 
parture Mfg.  Co.  then  instituted  proceedings 
for  alleged  infringement  of  patents  against 
both  the  Barwest  Coaster  Brake  Co.,  of  this 
city,  and  the  Riggs-Spencer  Co.,  of  Roch- 
ester. 

The  patents  involved  are  No.  527,571,  filed 
October  3,  1892,  and  granted  October  16, 
1894,  to  G.  E.  Whitney,  and  No.  593,688, 
issued  November  16,  1897,  to  Jacob  Redding, 
of  New  Castle,  Ind.  The  former  covers  "a 
bicycle  brake,"  the  other  a  "coaster  hub  for 
cycles." 

The  chief  claim  of  the  Whitney  patent  is 
as  follows:  "In  a  bicycle  the  following  in- 
strumentality: A  pedal  shaft,  pedals  to  ro- 
tate it,  a  wheel  axle,  a  wheel  drive  thereon, 
a  clutch  brake  composed  of  a  stationary 
member  having  a  cylindrical  friction  sur- 
face, and  a  ringlike  rotative  member  having 
separated  ends,  normally  out  of  contact  with 
the  cylindrical  friction  of  said  stationary 
member,  one  of  said  members  inclosing  the 
other,  and  connections  between  said  pedal 
shaft  and  hub  of  said  drive  wheel  to  rotate 
the  drive  wheel  and  the  ringlike  member  in 
its  forward  direction,  and  adapted  by  back 
pedaling  or  pressure,  as  described,  to  move 
the  ends  of  the  ringlike  member  with  rela- 
tion to  each  other,  and  thereby  effect  the 
pressing  together  of  the  said  cylindrical  mem- 
bers to  operate  as  a  friction  brake." 

The  Redding  patent  essentially  covers  "in 
a  coasting  hub  for  cycles  a  combination  with 
a  supporting  shaft  of  a  sleeve  rotatively  and 
independently  supported  on  the  sprocket 
sleeve,  and  means  for  clutching  a  sprocket 
sleeve  to  the  hub." 

Frank  F.  Weston,  of  the  Barwest  Coaster 
Brake  Co.,  smiled  amusedly  when  the  sub- 
ject of  the  suit  was  approached. 

"Before  we  went  into  the  business,"  he 
sa«d,  "we  had  our  coaster  brake  passed  on 
by  the  most  eminent  experts;  as  a  result  we 
do  not  fear  the  outcome  of  any  patent  litiga- 
tion that  any  one  anywhere  may  bring  at 


any  time.  We  believe  we  can  antedate  any 
patents  that  may  be  brought  to  bear.  Pro- 
tect those  who  buy  or  use  Barwests?  You 
may  wager  your  last  cent  that  we  will,  and 
protect  them  to  the  very  limit,  too." 

The  Riggs-Spencer  Co.  have  not  yet  been 
heard  from,  but  that  the  proceedings  against 
them  will  be  in  any  way  permitted  to  inter- 
fere with  their  Cinch  coaster  brake  is  scarce- 
ly within  the  realm  of  possibility. 


Trying  Patent  Cases  by  Jury. 

Aside  from  other  litigations,  the  New  De- 
parture Manufacturing  Company  is  just  now 
concerned  in  a  case  involving  a  point  that  is 
of  great  moment  to  all  engaged  in  manu- 
facture of  any  sort— the  right  of  juries  to 
try  cases  involving  patents. 

The  suit  grows  out  of  proceedings  brought 
against  the  Willis  Park  Row  Bicycle  Com- 
pany, of  New  York,  for  alleged  infringement 
of  a  bell  patent  by  Tobias  Miller  and  Lewis 
F.  Whitman.  Willis,  it  appears  sold  a  New 
Departure  bell  involving  the  alleged  in- 
fringement, the  push  button  detail  being  the 
feature  in  point.  The  New  Departure  people 
stepped  in  and  conducted  the  defense. 

The  plaintiffs  demanded  trial  by  jury  and 
obtained  the  verdict.  Judge  Lacombe,  of  the 
United  States  Circuit  Court,  District  of  New 
York,  before  whom  the  case  was  tried,  re- 
marking that  this  was  the  second  instance  in 
seventeen  years  in  which  such  proceedings 
had  been  tried  by  jury.  The  case  has  been 
carried  to  the  Court  of  Appeals,  and  will  be 
stubbornly  fought. 

Its  importance  is  manifest.  To  leave  to 
juries  the  settlement  of  the  technical  and 
intricate  mechanisms  involved  in  patents  is 
mightily  like  miscarriage  of  justice. 


To  Protect  Their  Trade  Mark. 

"3  in  1"  and  "Big  4"  have  finally  locked 
horns,  and  it  is  now  up  to  the  courts  to  de- 
cide. In  other  words,  the  G.  W.  Cole  Com- 
pany have  instituted  proceedings  against  the 
American  Cement  and  Oil  Company,  the 
Excelsior  Supply  Company  and  George  T. 
Robie,  all  of  Chicago,  for  infringement  of  the 
"3  in  1"  trademark,  "Big  4"  constituting  the 
alleged  infringement.  The  Cole  Company 
have  already  successfully  prosecuted  several 
similar  actions,  and  with  New  York  decisions 
to  aid  them  are  sanguine  of  obtaining  the 
injimction  which  they  seek. 


TOLEDO  FACTORY  PALLS 

Believed  That  Jar  of  Passing   Trains   Re- 
sponsible for  Peculiar  Accident. 


A  peculiar  accident  occurred  at  Toledo,  O., 
last  Saturday,  when  a  part  of  the  four-story  . 
plant  of  the  Toledo  Metal  Wheel  Company 
collapsed  and  fell  to  the  ground,  covering 
the  nearby  railroad  tracks.  The  building 
was  comparatively  new,  having  been  erected 
a  year  ago  last  summer. 

The  walls  up  to  the  top  of  the  second  story 
were  18  inches  thick  and  above  that  line  12 
inches.     The  section  which  gave  way  was 
60  feet  by  30  feet,  and  fell  without  a  mo- 
ment's warning.     It  looked  as  though    the  ,•. 
structure  had  been  cut  squarely  in  two,  that    , 
portion  of  the  building  left  standing  showing  h 
a  clear  cut  line  of  division.  - 

A  peculiar  feature  of  the  affair  was  the 
fact  that  there  was  no  mortar  clinging  to 
the  bricks  which  fell  to  the  ground.  This  .•: 
leads  building  experts  to  the  supposition  that  ' 
the  vibration  caused  by  passing  trains,  dur- 
ing the  construction  of  the  plant,  prevented 
the  settling  of  the  mortar.  It  is  also  said 
that  there  was  an  insufficient  amount  of 
cement  in  the  mortar. 

There  was  no  one  in  the  building  at  the 
time,  and,  fortunately,  no  one  was  near 
enough  to  be  struck  by  the  falling  bricks. 
A  passenger  train  had  passed  only  a  few 
minutes  before  the  collapse. 


Millions  for  Oood  Roads. 

On  Monday  a  bill  appropriating  $100,000,- 
000  for  the  construction  of  good  roads 
throughout  the  United  States  was  introduced 
in  the  House  by  Representative  Otey,  of  Vir- 
ginia. The  money  is  designed  to  be  appor- 
tioned among  the  various  States. 


Houk  Conies  Over. 

George  W.  Houk,  of  Green  &  Houk,  Lon- 
don, arrived  in  New  York  on  Tuesday.  As 
the  man  who  helped  make  the  Morrow  coast- 
er brake  famous  abroad  his  visit  at  ttits  time 
points  to  developments  of  some  sort. 


660 


THE  BICYCLING  WORLD 


SIGNS  OF  REVIVAL 


Indications  That  the  Renewal  of  Interest  is 
Wholesome  and  Far«Reaching. 


Evidence  pointing  to  a  wliolesome  renewal 
of  interest  in  cycling  continues  to  accumulate. 
H.  B.  Fullerton,  the  Long  Island  Railroad 
man,  who  was  a  big  tigure  in  this  part  of 
the  country  when  cycling  was  a  "craze,"  is 
one  of  those  who  shares  the  general  opinion. 

"I  can't  prove  it,  and  don't  care  if  any  one 
believes  it  or  not,  but  it  is  my  firm  belief 
anyway,  that  golf  had  as  much  as  anything 
else  to  do  with  the  decline  of  cycling,"'  he 
said  in  the  intense  manner  which  is  his 
characteristic,  the  while  shaliing  his  shock 
of  silvered  hair. 

"But  golf!"  and  there  was  a  tone  of  disgust 
in  his  voice.  "Golf  has  gone  all  to  pieces 
and  is  'done  for.'  The  people  went  at  it  as 
Americans  go  at  everything— with  a  mad 
rush,  and  now  they've  dropped  it  and  are 
looking  for  something  else.  Cycling  will  re- 
claim a  good  number  of  them,  and  it  will  be 
a  good  thing,  for  them,  too.  Most  of  my  ac- 
quaintances are  elderly  folk,  and  in  the  two 
or  three  years  they've  spent  fooling  with 
golf  they  have  aged  from  five  to  ten  years. 
Yes,  sir,  they  look  from  five  to  ten  years 
oldor  than  they  did,  and  a  lot  of  them  know 
it.  They  are  now  able  to  appreciate  the  bi- 
cycle for  what  it  is— they  realize  how  nuich 
good  it  did  them,  and  that  it  affords  tlie  sjrf 
of  exercise  and  recreation  they  require,  i'litr 
they  are  going  back  to  it,  and  this  time  not 
merely  because  cycling  is  a  fad,  but  because 
it  is  a  benefit  to  them." 

Elliott  Mason,  the  manager  of  the  Colum- 
bia branch,  in  Warren  street,  and  who  has 
long  had  the  trade  of  the  substantial  men  of 
downtown  New  York,  also  reports  the  veturn 
of  many  influential  backsliders. 

One  of  them,  a  member  of  the  Cotton  Ex- 
change, who  lives  in  New  Jersey,  evinced  a 
curious  turn  of  mind.  He  had  not  ridden 
since  1898,  but.  intending  to  begin  again,  lie 
wanted  a  wh^»el  exactly  like  his  old  one. 
Investigation  iwealed  to  ^Nlasou  that  the 
old  wheel  was  nn  18!)u  model,  with  high 
twenty-six  inch  frame,  steel  rims,  heavy 
tires  and  chain,  and  in  every  way  unlike 
the  models  of  this  year.  The  cotton  broker 
was  told  of  the  progress  that  had  been 
made,  but  he  could  not  be  talked  out  of  his 
idea.  His  old  bicycle  had  suited  him,  anrT 
he  wanted  one  just  like  it.  The  wheel  had 
to  be  specially  made  up  at  the  factory,  but 
he  paid  the  price  and  got  it.  He  said  lie 
proposed  to  begin  anew  where  he  left  off, 
and  if  he  got  educated  up  to  modern  models 
he  would  buy  one  later  on 

Louis  Geyler,  who.  although  no  longer  iden- 
tified with  the  cycle  trade,  still  retains  his 
interest  in  cycling,  and  wlio  is  captain  of 
the  Century  Wheelmen  of  Philadelphia,  is  in 
New  York  this  week.  He  reports  a  revival 
of  interest  in  the  Quaker  City  that  can  be 
felt.    Thomas  Hare,  ex-president  of  the  club, 


who  recently  returned  from  the  South,  also 
brought  back  stories  of  the  surprising  num- 
ber of  bicycles  in  use  by  the  sojourners  in 
the  Florida  resorts.  He  happened  to  remark 
the  fact  to  H.  B.  Hart,  Philadelphia's  vet- 
eran dealer,  and  Hart  was  able  to  relate 
how  the  influence  of  Florida  was  making  it- 
self felt  in  the  East.  But  a  few  days  before 
he  had  sold  two  bicycles  to  a  wealthy  Phila- 
delphian  who  had  been  wintering  at  Palm 
Beach  and  had  had  his  interest  renewed  by 
the  number  of  bicycles  in  use  there. 


TRICKS  WITH  CATALOGS 


Queer  Tactics   Resorted  to  by  Jobbers  and 
the  Trouble  That  Follows. 


Quakers  Bestir  Themselves. 

While  possibly  not  as  active  as  of  yore, 
the  Associated  Cycling  Clubs  of  Philadel- 
phia are  still  alive,  and  with  $753  24  in  the 
treasury.  At  its  annual  meeting— its 
fifteenth — last  week,  there  was  a  show  of 
real  interest  in  its  affairs  and  of  desire  to 
again  "do  something."  Thirteen  clubs  were 
represented  and  five  newspapers  had  re- 
porters present.  Even  the  veterans,  H.  B. 
Hart  and  R.  D.  Garden,  put  in  an  appear- 
ance. These  were  the  officers  elected:  Presi- 
dent, Thomas  Hare,  Century  Wheelmen; 
vice-president,  H.  C.  Hochstadter,  Americus 
Wheelmen;  treasurer,  J.  A.  L.  Carson,  Penn- 
sylvania Bicycle  Club;  secretary,  Joseph 
Estoclet,  delegate-at-large;  Executive  Com- 
mittee, J.  N.  Reeve,  Columbia  Photographic 
Society  Wheelmen;  R.  Herold,  delegate-at- 
large,  and  Louis  Geyler,  Century  Wheelmen. 

A  letter  was  read  from  the  president  of 
the  L.  A.  W.  suggesting  that  the  Philadel- 
phians  take  charge  of  the  league  meet,  which 
is  to  be  held  in  Atlantic  City.  But  the  Phila- 
delphians  are  disposed  to  discover  reasons 
why  the  suggestion  should  be  adopted. 


Brooklyn  Asks  a  Million. 

One  more  of  the  many  signs  that  the  bi- 
cycle is  gradually  becoming  "itself  again" 
developed  at  the  last  meeting  of  the  As- 
sociated Cycling  Clubs  of  Long  Island.  Reso- 
lutions Avere  passed  asking  that  of  the  $2,- 
000,000  to  be  apportioned  for  highway  im- 
provement in  Greater  New-York,  $1,000,000 
lie  set  aside  for  the  improvement  of  Brook- 
lyn's streets.  It  is  pointed  out  that  while  the 
Borough  of  Manhattan  has  but  one  mile  of 
cobblestones  the  Borough  of  Churches  and 
Baby  Carriages  has  226  miles  of  them.  While 
the  modest  resolution  will  scarcely  prevail  it 
will  serve  several  purposes  and  help  con- 
vince not  a  few  people  that  "the  voice  of  the 
bicycle  is  abroad  in  the  land." 


Keeping  the  lirass  Green. 

As  was  expected  would  prove  the  case,  the 
New  York  Park  Department  has  refused 
the  Metropole  Cycle  Club's  application  to 
liold  a  coasting  contest  on  Riverside  Drive. 
The  Park  Commissioner  fears  it  Avould  estab- 
lish an  undesirable  precedent,  and  woric  in- 
jury to  the  drive;  he  fears,  presumablj%  that 
the  spectators  might  tread  on  the  sacred 
grass.  The  contest  will,  however,  be  held  on 
May  10  on  another  hill  in  the  vicinity  of  the 
city. 


"Of  course,  there  are  tricks  in  all  trades, 
but  I  doubt  if  in  any  ti'ade  there  are  more 
of  them  than  there  is  in  the  jobbing  busi- 
ness," remarked  the  manager  of  a  consider- 
able manufacturing  establishment. 
•  "Kicks?  Why,  the  outside  world  has  no 
idea  of  the  number  and  variety  of  them  the 
average  manufacturer  has  to  contend  with, 
the  most  consistent  kickers  are  the  very 
people  whose  own  skirts  are  not  unsoiled. 
and  the  queerest  part  of  it  is  that  some  of 
With  all  sorts  of  people  in  all  sorts  of  places 
trying  to  get  jobbers'  prices,  we  have  our 
hands  full  trying  to  discriminate  between 
the  false  and  the  true  and  keeping  all  sides 
in  good  humor. 

"Here's  a  case  in  point:  Here  are  two 
catalogues  that  come  from  Denver.  They 
are  identical  except  in  the  matter  of  covers. 
One  is  issued  by  a  fairly  large  jobber,  the 
other  by  a  smaller  firm,  which  the  Western 
trade  claims  is  merely  a  retail  house.  The 
other  jobbers  are  onto  the  trick,  and  we've 
had  a  flood  of  protests  against  our  quoting 
the  firm  in  question.  Tlie  trick?  Why,  the 
jobber  has  simply  given  a  number  of  his 
catalogues  to  the  retail  house,  and  the  latter 
have  had  it  bound  up  into  a  cover  bearing 
their  name.  Why  should  one  house  desire 
to  thus  aid  a  competitor  in  the  same  town? 
You  may  search  me!  I  suppose  the  jobber 
can't  get  quotations  on  certain  goods,  and 
the  retailers  are  standing  in  and  playing  the 
stool  pigeon,  or  else  the  jobber  believes  he 
may  control  a  few  more  orders  by  having 
two  strings  to  his  boAV. 

"It  is  not  the  first  case  of  the  sort,  by  any 
means.  It  happened  in  New  England  last 
year,  and  again  in  the  West.  In  the  latter 
case,  the  situation  that  arose  was  sidesplit- 
tingly  funny.  We  received  an  elaborate 
catalogue  from  a  comparatively  small  con- 
cern, and  marvelled  at  their  progressiveness. 
They  Avere  recognized  as  jobbers,  hoAvever, 
and  we  (luoted  them.  In  due  course  Ave  re- 
ceived the  stiffest  sort  of  protest  from  a  big 
St.  Louis  jobber.  The  latter  maintained  that 
the  other  parties  were  not  jobbers,  and  that 
Ave  had  no  business  quoting  them.  We 
promptly  investigated,  and  what  do  you  sup- 
pose AA-e  learned?  That  the  St.  Louis  people 
had  furnished  copies  of  their  catalogue  to 
the  very  house  against  which  they  had  pro- 
tested, and  the  latter  had,  of  course,  bound 
them  up  in  a  cover  of  their  oavu.  The  cata- 
logues Avere  identical;  only  the  covers  dif- 
fered. 

"There  are  some  queer  goings  on  in  this 
Avorld.  and  this  exchange  of  catalogues  is 
among  the  number." 


"Defects  (in  motocycles)  and  How  to  Rem- 
edy Them."  See  "Motorcycles  and  How  to 
Manage  Them."  $1.  The  Goodman  Co.,  Box 
649,  New  York.  *** 


THE  BICYCLING  WORLD 


66i 


BLAKE  SPEAKS  OUT 


Boston    Jobber  Facts    Accusers— Talks  of 
men  who  "  Live  in  Glass  Houses.  " 


E.  P.  Blake,  of  the  Boston  jobbing  house, 
the  E.  P.  Blake  Company,  was  in  New 
York  on  Monday  of  this  week.  While  here 
he  threw  considerable  light  on  the  strained 
situations  that  exist  in  New  England  job- 
bing circles,  and  in  which  the  trade  gener- 
ally is  considerably  interested. 

It  is  no  longer  a  secret  that  the  Blake 
Company  is  the  member  of  the  New  Eng- 
land jobbing  association  which  was  charged 
with  selling  to  the  so-called  retail  pool.  Re- 
port had  it  that  the  Blake  people  fell  into 
a  trap  that  had  been  prepared  for  them, 
and  the  wonder  was  whether  the  association 
would  take  action  in  the  matter. 

"When  that  story  got  abroad  and  we 
found  that  there  were  manufacturers  dis- 
posed to  believe  it,"  Mr.  Blake  said,  with 
great  earnestness,  "I  caused  a  meeting  of 
the  association  to  be  called.  I  wanted  to 
face  the  gentlemen  who  had  been  so  free 
with  their  accusations.  Although  the  presi- 
dent did  not  appear,  the  meeting  was  held 
last  Aveek.  I  waited  patiently  for  some  one 
to  say  something  concerning  the  charges 
against  us,  but  not  a  word  was  said  until  I 
myself  brought  up  the  subject.  I  denied 
and  deny  that  I  sold  or  caused  to  be  sold 
anything  either  directly  or  indirectly  to  the 
retail  pool,  and  invited  any  one  to  bring  evi- 
dence to  that  effect.  None  was  brought,  but 
I  don't  mind  telling  you  what  that  meeting- 
did  develop.  It  did  develop  that  Brown  & 
Wales  had  not  only  sold  goods  to  the  retail 
pool,  but  bought  of  them  as  well.  The 
Brown  &  Wales  representative  admitted  it." 

"Maj'  we  quote  you  as  saying  so?"  inter- 
jected the  Bicycling  World  man. 

"Certainly,"  responded  Mr.  Blake.  "It's 
true,  and  every  man  at  the  meeting  knows 
it  is  true. 

"The  so-called  trap  into  which  we  were 
said  to  have  fallen  amounted  to  just  this," 
he  went  on.  "We  received  an  order  for  two 
coaster  brakes  from  a  dealer  in  Braintree, 
Mass.  It  afterward  developed  that  he  was 
a  member  of  the  retail  pool.  This  we  had 
no  means  of  knowing  and  did  not  suspect, 
as  the  goods  were  ordered  delivered,  and 
were  delivered,  to  a  well  known  hardware 
house  in  Boston  to  be  included  in  a  ship- 
ment they  were  making  to  the  Braintree 
man.  As  the  membership  of  the  pool  is  not 
public  property,  and  as  the  pool  is  trying 
to  buy  goods  in  all  sorts  of  roundabout 
ways,  it  is  hard  to  guard  against  such 
'traps.'  But  I  repeat  that  intentionally  we 
have  never  directly  or  indirectly  made  a 
sale  to  them,  and  we  have  convinced  all  the 
manufacturers  whose  goods  we  handle  of 
the  fact. 

"The  whole  thing  was  inspired  by  jeal- 


ousy of  our  success,  and  liy  people  who  live  MOTOR   BICYCLE    TEST 

in  glass  houses."  

"Will   the  jobbers'    association   take  any      Endurance  Run  From  Boston  to  New  York 

action  in  the  Brown  &  Wales  matter?"  was  ,:   ^     ..  t  ^  ^^t.    r^, 

,     -.  Undertaken— Some  of  the  Plans. 

asked.  

"The  association  will  hold  another  meet-         ^j^^t  should  prove  an   emphatic'  fillip  to 

ing,"  Mr.  Blake  replied,  in  a  tone  that  was  ,,  ^      ,  .       ,     .   ,        ^    , 

.,..,,..„  the  motor  bicycle  mterests  has  been  under- 
fraught  with  significance. 

taken  by  the  Metropole  Cycling  Club  of  this 

What  the  Census  Shows.  city,  an  endurance  run  from  Boston  to  New- 

As  partly  showing  the  rise  and  fall  of  a       York, 
boom  the  preliminary  figures  of  the  Census  ^j^^  ^^^^^  ^^^  already  been  set  for  July 

Office  as  they  apply  to  the  cycle  industry       ^        ,  ^         ^         ,  _,,  .  ., ,  ,   , 

.    .        ^.         .^    ^       ,     , ,  4  and  5  next,  and  this  committee  named  to 

are  interesting,  if  not  valuable. 

As  the  boom  had  pretty  well  spent  itself  conduct  the  affair:  W.  E.  Pitman,  chairman; 

by  1900,  the  figures  do  not  therefore  show  E.   L.   Ferguson,   secretary,   and  George  W. 

the  height  of  the  boom;  the  fact  that  the  Sherman,  Arthur  L.  Atkins  and  Charles  E. 

census  returns  prove  there  were  as  many  as  nvriiier 

312  establishments  (not  repair  shops)  devoted 

.      , ,  „     ,  ^  1  ■       ,         it,  1  It  is  probable  that  a  Boston  club  will  be 

to  the  manufacture  of  bicycles  at  the  end  ^ 

of  that  year  is  the  most  surprising  feature 

of  the  report,  which  follows:  1900.  1890.  Increase. 

Number  of  establishments 312  27                     285 

Capital    ." :  .  $29,783,659  $2,058,073  $27,725,587 

Wage  earners,  average  number 17,525  1,797                15,728 

Total  wages $8,189,817  $982,014         $7,207,803 

Miscellaneous  expenses $2,252,604  $242,018         $2,010,586 

Cost  of  materials  used , .  . .  • $16,792,051  $718,848  $16,073,203 

Value   of  products,   including  custom   work 

and    repairing $31,915,908  $2,568,326  $29,347,582 

ELECTRIC  BICYCLE  COMING? 

invited  to  share  in  the  management  of  the 
The    much   prophesied   electi-ic    bicycle    is 

run,   but  beyond  the  chief  features  no  de- 
no  w  well  within  the  realm  of  probabilities. 

tails   have   been   definitely   arraigned.      The 
It  is  no  longer  a  secret  that  the  Sherman  .,.„,, 

route,  however,  certainly  will  be  laid  through 
Cycle  Co.,  of  Chicago,  actually  has  one  under  ^     .      ^  , , 

Worcester,    Springfield,    Hartford,    Meriden, 
its  wing,  and  is  considerablj'  enthused  over 

New    Haven    and    Bridgeport,    making    the 
it. 

•      ,     ,  .        course,  roughly  about  250  miles.    The  start 
The     bicycle    is    driven     by     an    electric 

,.,.„,,      „    ,    cviniT      ■^i^^  ^^  made  in  Boston  early  on  the  morn- 
motor,  of  course,  which  is  fed  by  four  small 

,     .  ,  .  ,  IT*..  i"S  of  the  4th,  and  it  is  expected  that  the 

storage  batteries,  which  are  suspended  from  ^ 

i       .  ...        T   „<.      I'wi   vvill  terminate  in  New- York  early  the 

the  frame  tube;  the  motor  is  positioned  at  '^    -^ 

the  bottom  bracket.    It  is  a  remarkably  eye-  following   evening.     The    night   of   the  4th 

pleasing  machine,  differing  little  in  appear-  probably  will  be  spent  either  in  Springfield, 

ance  from  the  motorless  cycle.     It  is  con-  Hartford  or  New  Britain, 

trolled  by  the  brake  lever  and  also  by  the  j^^     ^    g^^^^^.^j   ^^^^^    ^^^   ^.^^^^    governing 

weight  of  the  rider;  when  he  seats  himself  4.        ,  .,         ^ 

r    i  •        t  Ki-.i  „^    ^r^.^,.  1,0,  ^i=mr,iiTit=  nv  autouiobile  endurance  runs  will  be  followed, 
contact  IS  established,  when  he  dismounts  01 

raises  himself  from  the  saddle,  the  circuit  The  bicycles  will  be  graded  in  classes  ac- 

is  immediately  broken.  cording  to  horse  power,  but  the  awards,  prob- 

ably   gold,   silver   and   bronze   medals,    will 

New  York's  Newest  Jobbers.  ije  based  not  on  average  speeds   but  on  a 

Baker  &  Cramer  is  the  style  of  a  new  firm  scale   of  points.     Thus,   all  who   reach   the 

which   has' established  itself  in  the  Pierce  several  "controls"  or  checking  stations  within 

branch  at  89  Chambers  street,  this  city.    The  the  specified  time  limits  will  score  the  maxi- 

membeis  of  the  firm  are  Fred  A.  Baker  and  mum  of  100  points,  those  outside  the  limit 

M.  E.  L.  Cramer,  both  of  whom  have  been  30,  60,  or  more  minutes,  will  be  scaled  down 

identified   with    the    Pierce   interests   for    a  according  to  their  periods  of  tradiness.     In 

number  of  years.    They  have  taken  over  the  the   automobile   runs   of   the   sort  the   com- 

Pierce  retail  business,  and  will  also  job  both  petitors    who    failed    to    reach    the    controls 

bicycles  and  sundries.  within  the  time  limit  were  not  scored  at  all, 

but  were  checked  as  "missing,"  when  as  a 

Signs  of  a  Shortage.  matter  of  fact  they  "got  there,"  a  little  late 

Renewed  interest  in  cycling,  together  with  perhaps,  but  "still  in  the  ring,"  and  ready 
the  rush  in  the  steel  market,  as  predicted  a    .  for  the  next  days  journey, 

short  time  ago  in  The  Bicycling  World,  is  It  is  estimated  that  there  will  be  anywhere 

already  making  itself  felt.     Some  of  the  ma-  from  25  to  100  starters  in  the  run  which  cer- 

kers  of  parts  and  fittings  who  are  not  up  to  taiuly   is   calculated  to   create   and  leave   a 

or  ahead  of  deliveries  on  contracts  are  be-  widening  trail  of  motor  bicycle  enthusiasm 

ginning  to  grow  anxious.  and  demand. 


662 


THE  BICYCLING  WORLD 


WE  HAVE 

NUMEROUS  ^^GOOD  THINGS^' 

FOR  1902, 


IT  WAS  A 


National 


LIKE  THIS 

THAT  FENN  RODE 
WHEN  HE  MADE  THE 
5  MILE  WORLD'S  UN- 
PACED  COMPETITION 
RECORD,  JO-33  2-5.      » 


National  Cycle  Mfg*  Co* 


BAY  CITY,  MICH. 


t 
t 
t 


A  poor  tire  will  make  the  highest  grade  machine  a 

veritable  "Ice  Wagon." 

FISK  TIRES 

are  to  the  Bicycle  and  Automobile  what  the  best 

movement  is  to  a  watch. 

THEY  ARE  THE  BEST. 

MAKE  NO  MISTAKE,  BUT  HAVE  YOUR  MACHINE  EQUIPPED  WITH  THEM. 


FI5K  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 


BRANCHES i 


BOSTON.  SPRINGFIELD,  NEW  YORK,  PHILADELPHIA, 

604  Atlantic  Ave.  40  Dwieht  St.  83  Chambers  St.  916  Arch  St. 


SYRACUSE. 

423  So.  Clinton  St. 


1 


BUFFALO,  DETROIT,  CHICAOO,  SAN  FRANCISCO, 

28  W.  Qenesce  St.  252  Jefferson  Av&  54  State  St.  114  Second  St. 


THE  BICYCLING  WORLD 


663 


rrHE 


FOUNDED^ 
•1877| 

an«*;^lTOCYCLE  REYlEWtoSto. 

In  which  Is  Incorporated 
'  ifle  Wheel"  and  the  "American  Cyclist." 

Published  Every  Thursday 

By 

THE  GOOOMftN  eOMPaNY, 

133-125  Tribune  Building. 

(154  Nassau  Street) 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


Subscription,  Per  Annum  [Postage  Paid]    $2.00 

Single  Copies  [Postage  Paid]    ...    10  Cents 
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Invariably  in  Advance. 

Postage  stamps  will  be  accepted  in  payment  for  subscripiions, 
but  not  for  advertisements.  Checks.  Drafts  and  Money  Orders 
should  be  made  payable  to  The  Goodman  Company. 


Entered  as  second-class  matter  at  the  New  York,  N.  Y., 
Post  Office,  September,  1900. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

||^~  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  of 
publication, 

S^'"  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 


N«w  York,  March  20,  1902. 

Reaching  the  Rural  Buyers. 

It  will  be  well  if  manufacturers  do  not 
overlooli  or  minimize  tlie  small  towns  and 
communities  in  their  campaigns  for  business. 

Of  course  tlie  suggestion  is  far  from  new, 
but  it  loses  none  of  its  force  because  of 
the  fact. 

It  is  tlie  small  places  tliat  bave  been  tbe 
backbone  of  tbe  mail  order  business  and 
enabled  a  few  of  the  gushing  liars  to  an- 
nually sell  a  hundred,  thousand  or  more  of 
their  be-adjectived  and  malodorous  stuff. 

Aware  that  to  directly  reach  such  places 
entails  items  of  expense  that  are  not  justi- 
fied by  the  results,  we  have  several  times 
suggested  as  a  way  out  that  the  agent  in  a 
particular  town  be  allotted  a  certain  sphere 
of  surrounding  territory  and  be  urged  to 
build  up  a  corps  of  sub-agents  in  the  nearby 
hamlets  and  cross  roads— "curbstone  agents'" 
or  "farmyard  agents,"  if  you  please,  but 
agents,  nevertheless,  who  can  account  for 
many  thousands  of  bicycles  in  the  course  of 
a  twelvemonth,  and  who  stand  for  and  must 


advocate  the  high  grade  article  as  opposed 
to  the  shoddy  stuff. 

The  mail  order  people  dangle  the  agency 
bait  continuously,  and  urge  their  rural  agents 
to  get  rich  by  "doing"  their  fellows,  that  is, 
by  selling  the  !i;i2  mail  order  bicycles  for  as 
much  more  as  they  can  get  for  it.  It  is  a 
fair  assumption,  then,  that  if  the  "farmyard 
sub-agent"  is  assured  of  a  clean  profit  of 
$3,  .M  or  $5  on  a  reputable  bicycle,  he  is 
liliely  to  shout  for  it  and  spread  the  high 
giade  idea. 

One  of  the  most  successful  makers  in  the 
trade  scored  heavily  by  devoting  his  main 
effort  to  the  small  towns  in  the  West  and 
South,  which  most  of  his  competitors  con- 
sidered "not  worth  going  after,"  while  this 
year  another  manufacturer  is  working  on 
about  the  lines  we  suggest  and  have  sev- 
eral times,  suggested.  He  is  giving  influen- 
tial agents  territory  within  a  ten-mile  radius, 
with  power  to  appoint  sub-agents.  The  fact 
that  he  added  a  motor  bicycle  to  his  line  in- 
fluenced this  particular  maker  in  reaching  a 
decision.  He  realized  that  few  agents  would 
can'y  a  stock  of  the  high  priced  machines; 
a  sample  for  their  own  use  is  all  they  can 
reasonably  be  expected  to  keep  on  hand,  but 
with  a  comparatively  large  agent  nearby, 
witli  a  stock  on  hand,  the  moment  a  sale  is 
in  sight  and  while  the  purchaser's  enthusi- 
asm is  high,  the  smaller  agent  is  able  to 
get  the  necessary  bicycle  witliin  an  hour  or 
two,  and  thus  "strike  while  the  iron  is  hot." 

While  this  policy  has  not  had  the  test  of 
time,  we  are  assured  that  it  is  already  mak- 
ing itself  felt  and  is  of  splendid  promise. 
It  certainly  seems  grounded  on  common  logic 
and  ought  to  succeed. 


Lapses  of  Catalogs. 

One  of  the  things  that  impresses  the  re- 
cipient of  latter  day  bicycle  catalogues  is  the 
almost  prevailing  dull,  dead  sameness  that 
marks  them.  To  the  person  who  elects  to 
look  into  a  catalogue  for  points  that  shall  aid 
in  determining  what  to  buy,  whether  that 
person  is  already  a  cyclist  or  a  convert,  there 
is  a  woeful  dearth  of  information  or  argu- 
ment tending  to  arouse  interest  or  enthu- 
siasm. 

Too  many  makers  seem  to  think  that  every- 
body knows  all  about  bicycles  in  general  and 
about  their  works  in  particular.  No  greater 
error  was  ever  committed,  and  should  they 
take  the  trouble  to  inquire,  they  would  find 
that  even  those  who  are  supposed  to  be 
fairly  familiar  with  details  are  often  at  a 
loss  to  tell  some  of  the  good  points  of  well 
known  makes. 


Admitting  this  condition  to  be  true,  and  it 
must  be  admitted  by  those  who  care  to  rec- 
ognize facts  as  they  are,  what  wonder  is  it 
that  many  manufacturers  and  dealers  com- 
plain that  catalogues  fail  to  accomplish  the 
results  for  which  they  were  designed.  In 
place  of  being  a  help,  the  catalogue  that  has 
a  few  introductory  sentences  and  then  jumps 
into  raw  details,  is  only  a  detriment,  not 
merely  to  the  maker,  but  to  the  dealer,  who 
must  have  some  missionary  woi"k  done  for 
him. 

-That  this  remissness  is  not  universal  is  to 
the  credit  of  some  makers,  who  are  notable 
exceptions  to  these  strictures,  and  it  can  be 
said  for  these  same  that,  while  they  are  not 
always  the  largest  makers,  they  are  of  the 
class  whose  business  never  retrogrades  and 
whose  popularity  constantly  increases,  the 
popularity  of  their  product  constantly  widen- 
ing like  the  waves  made  by  casting  a  stone 
in  a  mill  pond. 


Let  It  be  "  flotorless.  " 

If  "chainless"  is  sufficient  to  distinguish 
the  bevel  geared  bicycle  from  the  chain 
geared  one.  why  is  not  "motorless  bicycle" 
an  apt  and  convenient  designation  of  both 
the  chain  and  the  chainless  from  the  motor 
driven  machine? 

This  is  one  form  in  which  the  question  is 
put  by  one  who  appreciates  the  need  of  a 
designation  of  the  sort.  That  it  is  strongly 
put,  none  can  doubt. 

For  ourselves,  we  accept  the  term.  Hence- 
forth and  until  someone  advances  something 
better,  it  is  "motor  bicycle"  and  "motorless 
bicycle"'  in  all  that  the  Bicycling  World  may 
have  to  say  of  either  or  both. 


Why  not  Millions  for  Roads? 

While  at  first  blush  the  legislative  bill 
which  would  create  a  fund  of  $20,000,000 
for  road  improvement  in  this  State  and  the 
Congressional  measure  which  would  have 
the  National  Government  disti-ibute  $100,- 
000,000  for  the  improvement  of  roads  in  all 
States  suggest  staggering  expenditures,  they 
are  mere  trifles  when  compared  with  the 
sums  appropriated  for  the  improvement  of 
waterways. 

In  this  State  alone,  the  Legislature  is  con- 
sidering a  bill  setting  aside  some  $40,000,000 
for  canal  improvement,  while  the  money 
spent  on  rivers  and  harbors— some  of  them 
rivers  and  harbors  by  Congressional  cour- 
tesy only— must  run  well  into  the  billions. 

If  "the  greatest  good  to  the  greatest  num- 
ber" 1b  the  root  of  Republican  government, 


'^64 


THE  BICYCLING  WORLD 


:.inv 


'•% 


it  is  not  asking  too  mucliof  Cons 
,.    bui-se  a  fe\v  uiillions  or  biHions  for  the  liigb- 
„  ways,  that  are  in   greatest  use  by   far  the 
,  ,  grea,test  number — the  common  roads. 

>,.  -     . '         Hypnotism  of  Credit  Men. 

>,jjy:.  It  _ft;Els,   been    frequently'  remarkoil    that 

,^.„.  credits  are  much  more  rigorously  scrutiuized 

,   of  late  years  than  was  the  case  in  tlie  early 
•  ■.-■*■      ^rih  -^      '       •      •        ..   • 

.^  ,^  ijaysi,  o.f   the   industry.     It   might   be   added 

that  an  improyeineut  was  badly  needed,  but 

that  is  another  story. 

■r<  '■  i~The  ,|act.Eemain§,  howeyer,  that  eyeu  now 

-  -  there  are  times,  when  yer.y  bad  judgment  is 

used  in  extending  credit  to  applicants. 

That  is  particularly  true  of  the  early  sea- 

■      sou.  when  the  trade  undergoes  a  remarkable 

-•  *   expansion.    New  people  come  in  or  old  ones 

-  who  have  been  in  retirement  for  a  while,  and, 
added  to  the  all  the  year  around  dealers, 
swell  the  ranks  to  enormous  proportions. 

We  have  in  mind  one  very  aggravated 
case.  A  young  man  in  a  good  sized  town  de- 
cided to  set  up  as  a  dealer.  He  had  been  a 
repair  man,  was  well  known  to  local  wheel- 
men, and  was,  as  he  thought,  adequately 
equipped  for  his  new  task.  He  attended  a 
local  show  at  a  large  city  near  by,  with  the 
avowed  purpose  of  purchasing  goods  with 
which  to  stock  his  store,  which  he  had  al- 
ready rented. 

.He  had  no  -capital,  no  commercial  standing 
of  any  kind.  He  was  honest,  however,  and 
bore  a  good  reputation.  Upon  these  two  facts 

-  he  staked  his  venture  and  won  out.  The 
exhibiting  jobbers  were  pei"fectly  willing  to 
sell  him  goods,  and  he  met  scarcely  a  re- 
fusal. To  be  sure,  most  of  the  selling  firms 
took  the  precaution  of  consigning  goods. 
That  was  their  anchor  to  windward. 

The' result  was  just  what  might  have  been 
expected-.     The  spring  trade  was  spoiled  by 

'  bad  weather,  and  summer  came  and  found 
a  long  list  of  much  overdue  bills  which  eoulct 
not  possibh-  be  met.  The  youth  was  willing 
to  tiu'n  over  the  unsold  goods  to  their  real 
owners,  but  at  this  point  the  landlord  stepped 

• '  in  with  a '  claim  for  several  months"  rent. 
This  took  precedence  f)ver  the  consignment 
claims,  and  the  upshot  was  a  sheriff's  sale, 
the  proceeds  of  which  paid  the  rent  and 
left  a  very  little  money  over  for  the  other 
creditors.  The  matter  was  made  worse  by 
the  failure  of  the  latter  to  take  the  most 
•  ordinary  precautions  to  safeguard  their  in- 

.  r,   terests. 

They  could  have  bought  in  the  greater  part 

of  their  goods  for  the  proverbial  song  had 

-they  instructed  their  lawyers  to  do  so.    But. 


after  lindiu.s  that  they  came  in  after  the 
landlord,  they  threw  up  their  hands  and  tlie 
stock  Went  for  a  fraction  of  its  value. 

Sucli  injudicious  selling  methods  have  a 
twofold  effect— they  hurt  the  legitimate  deal- 
ers, as  well  as  the  offending  jobbers. 


Why  the  League  Lags. 

It  really  begins  to  appear  that  the  League 
of  American  Wheelmen  does  not  deserve 
support. 

The  persistency  with  which  the  officials 
keep  hidden  the  few  lights  that  burn  or  let 
slip  the  few  opportunities  to  show  a  light, 
make  for  such  a  regrettable  opinion. 

Take  but  two  recent  instances:  (1)  The 
selection  of  Atlantic  City  as  the  place  for 
the  annual  meet,  and  (2)  the  appointment  of 
the  National  Committees. 

These  were  matters  of  fairly  general  in- 
terest.   Few  papers  in  the  country  but  would 

"We  enclose  our  subscription  for  The  Bi- 
cycling World.  We  confess  we  had  over- 
looked the  matter,  otherwise  our  renewal 
would  have  been  forwarded  more  promptly. 

"We  hope  there  are  many  more  years  of 
success  before  The  Bicycling  World.  We  feel 
that  a  journal  so  worth  should  be  encour- 
aged b.v  the  trade." 

SUPPLEE   HARDWARE    COMPANY, 
Philadelphia,  Pa. 

have  given  space  to  the  news.  It  is  fairly 
safe  to  say  that,  given  it,  the  Associated 
Press  would  have  placed  the  matter  on  the 
wire  and  spread  it  broadcast  throughout  the 
country. 

As  it  was,  the  news  was  permitted  merely 
to  leak  out  in  unauthenticated  driblets,  and 
has  appeared  probably  in  less  than  a  dozen 
papers,  when  a  hundred  dozen  might  have 
used  it. 

It  is  possible  that  some  day  light  may 
dawn  on  some  of  those  in  authority;  the 
world  is  not  made  up  of  long  distance  mind 
readers,  and  that  what  the  League  needs  as 
much  as  anything  else  is  publicity,  and  the 
more  of  it  the  better.  This  is,  we  fear,  the 
most  that  can  be  hoped  for  and  hope,  as  we 
all  know,  is  a  mighty  slender  peg. 

It  may  be  urged  that  with  the  League 
presidency  located  in  a  town  akin  to  Podunk, 
little  is  to  "be  expected.  But  the  fact  is  that 
the  League  headquarters  in  New  York  also 
might  as  well  be  transferred  to  Rockville, 
Conn.,  for  all  the  good  it  does  or  all  the 
publicity  it  obtains  for  the  organization.  It 
is  so  notoriously  unprolific  and  such  a  no- 
torious seat  of  know-nothing,  that  the  metro- 
politan reporters  have  long  since  ceased  to 
waste  time  in  visiting~it. 


Revenge  in  Sight. 

In  the  window  of  a  prominent  Broadway 
furnishing  store  appears  a  bunch  of  golf 
sticks,  placarded  with  the  announcement 
that  they  are  the  last  the  store  will  sell. 
They  are  going  out  of  the  golf  business,  and 
these  sticks  are  offered  at  clearing  prices. 

It  is  not  easy  to  say  just  how.  much  golf 
had  to  do  with  the  decline  of  the  pastime  of 
cycling,  but  in  the  minds  of  many  dyed-in- 
the-wool  riders  there  will  always  lurk  a  re- 
sentment against  that  ancient  and  Ijonorable 
game.  It  was  its  fortune  to  come  into  fash- 
ion in  this  country  just  when  cycling,  having 
reached  its  culmination,  was  beginning  to 
decline.  The  "fashionable  set,"  with  its  host 
of  would-be  fashionables,  forsook  one  for 
the  other,  and  golf,  boomed  even  as  cycling 
had  done  just  before. 

But  time  evens  all  things,  and  even  golf  is 
on  the  down  grade.  There  are  signs  of  it 
everywhere;  he  who  runs  may  read,  and, 
reading,  digest.  By  a  coincidence  that  may 
or  may  not  be  significant,  cycling  appears  to 
be  about  due  for  a  revival,  and  there  will  be 
little  disposition  to  bewail  the  fact.   . 


Real  Cause  of  Yankee  Smiles. 

It  is  about  time  to  cry  "halt"  and  "enough" 
to  the  free  advertisements  of  American 
methods,  and  machines  that  has  become  so 
customar3'  in  this  country.  The  French  and 
Germans  do  not  make  half  the  noise  about 
the  superiority  of  American  standards  and 
goods.  The  noise  only  draws  the  attention 
of  the  public  from  home  products,  and  does 
the  ti-ade  no  good.  Do  those  employers,  the 
public  press  and  trade  papere  who  so  per- 
sistently belittle  British  workmen  and  decry 
their  products,  realize  the  trap  they  have 
fallen  into?  The  'cute  I'ankee  is  laughing 
in  his  sleeve  at  the  immense  advertisement 
thus  freely  given,  but  he  does  not  believe 
himself  in  the  decadence  of  British  trade 
and  the  wane  of  commercial  supremacy.— 
The  Cycle  Trader. 

The  'cute  Yankee  is  doing  nothing  of  the 
sort.  Ever  anxious  to  himself  learn,  he 
marvels  at  the  ostrichlike  Englishman  or 
English  papers  whose  patriotism  or  knowit- 
allism  inspires  them  to  close  their  eyes  to  the 
progression  of  the  rest  of  the  world,  and 
who  sniff  or  scoff  at  their  more  liberal  fel- 
lows who  believe  that  Britons,  like  the  rest 
of  mankind,  but  "live  to  learn." 


That  good  old  motto,  "Make  hay  while  the 
sun  shines,"  doesn't  mean  that  you  are  to 
remain  idle  when  it  is  cloudy— then  is  the 
time  to  prepare  for  the  harvest. 


THE  BICYCLING  WORLD 


665 


Orient 

Bicycles 


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(>u 


tHE  BICYCLING  WORLD 


Howell  Appoints  Committees. 

President  Howell,  of  the  League  of  Anieri- 
ean  Wheelmen,  has  appointed  the  following 
National  Committees: 

Membership— O.  H.  Hammond,  Torrington, 
Conn.;  F.  N.  Stevens,  Manchester,  N.  H.; 
Dr.  O.  Shepard  Barnum,  Los  .\.n,u,elos,  Cal. 

Rights  and  Privileges— Joseph  B.  Thomp- 
son, Xo.  SO  Broadway,  New  York;  George  A. 
Perkins,  Boston,  Mass.;  George  L.  Cook, 
Providence,  R.  I. 

Rules  and  Regulations  —  Herbert  W. 
Knight,  Prudential  Building,  Newark,  N.  J.; 
Aaron  Wolf  son,  Boston,  Mass;  George  Lang, 
Jr.,  St.  Louis,  Mo. 

Highway  Improvement— Charles  T.  Harri- 
son, Road  Inquiry  Department,  Washington, 


The  Loop  Looped  at  Last. 

Of  all  the  feats  performed  on  a  bicycle,  it 
is  safe  to  say  none  are  more  thrilling  than 
that  of  looping  the  loop.  Several  attempts 
have  been  made  with  more  or  less  accidental 
results,  but  the  feat  was  finally  successfully 
accomplished  on  Saturday  last  at  Coney 
Island,  making  tbe  loop,  a  total  distance  of 
200  feet,  in  6  2-5  seconds. 

The  bicyclist  was  Robert  B.  Vandervoort, 
who  first  succeeded  last  December  in  carry- 
ing out  the  results  of  his  previous  studies. 
In  his  successful  ride  last  Saturday  he  rode 
in  his  ordinary  street  clothes  on  a  specially 
built  machine  weighing  65  pounds.  The  ma- 
chine has  steel  rims,  pneumatic  tires  and  Is 
without  pedals,  chain  or  brake,  but  has  foot 


Case  Hardening  of  Tools. 

When  case  hardening  tools  whose  office  it 
is  to  ciit  metal,  it  is  always  best  to  use  for  a 
packing  mixture  equal  parts  of  charred 
leather  and  charcoal,  remarks  an  authority 
on  case  hardening.  The  kernels  should  be 
fine  and  about  the  same  size  if  possible,  to 
keep  them  from  separating,  as  if  there  was 
much  difference  the  finer  would  sift  to  the 
bottom. 

Leather  gives  a  stronger,  tougher  effect 
than  bone,  it  being  practically  free  from 
phosphorus,  while  bone  contains  quite  a  per- 
centage. The  presence  of  phosphorus  in  steel 
makes  it  brittle.  Yet  for  most  purposes, 
where  there  are  no  cutting  edges,  bone  is  a 
very  satisfactory  carbonizing   agent  to  use 


D.  C;  Horatio  S.  Earle,  Detroit,  Mich.; 
Charles  T.  Knipp,  Elmira,  N.  Y.;  Walter  M. 
Meserole,  Brooklyn,  N.  Y.;  Theodore  F. 
Myler,  Pittsburg,  Pa. 

Transportation— Burley  B.  Ayres,  Chicago 
Athletic  Club,  Chicago,  111. 

Local  Organization— Ellis  L.  Howland,  care 
of  "The  Standard,"  New  Bedford,  Mass.; 
Dr.  W.  D.  Kempton,  Cincinnati,  Ohio;  J.  O. 
Tattersall,  Trenton,  N.  J.;  P.  W.  Westloke. 
Bridgeport,  Conn.;  W.  H.  Chubb,  Cltveiand, 
Ohio. 


It  is  absolutely  necessary,  in  order  to  fur- 
ther the  interests  of  self-contained  bicycles, 
that  every  part  of  a  motor  bicycle  should 
be  made  of  the  best  material,  and  equal 
merit  be  used  in  its  assembling.  This  as- 
suredly cannot  be  done  at  the  price  that 
some  are  even  now  predicting.  The  warning 
conveyed  by  the  cheap  bicycle  and  its  de- 
funct makers  should  Qot  be  forgotten. 


VANDERVOORT  COMPLETING  THE  LOOP. 

rests  at  the  position  of  the  usual  crank  shaft. 

At  its  highest  end  the  incline  is  38  feet 
above  the  floor.  The  inclined  surface  is  100 
feet  long.  The  loop  has  a  vertical  diameter 
of  21  feet  4  inches,  but  reckoning  from  the 
lowest  level  of  the  inclined  surface  to  the 
highest  point  on  the  inner  surface  of  the 
loop  the  distance  is  24  feet.  The  loop  has  a 
horizontal  diameter  of  18  feet. 

The  riding  surface  is  three  feet  wide  at 
its  narrowest  point,  where  the  loop  begins, 
and  12  feet  wide  at  the  end  of  the  loop. 
A  black  stripe  a  foot  wide  serves  to -guide 
the  rider  in  his  head-over-heels  trip. 

A  rope  arranged  high  enough  to  catch  his 
handle  bar  and  run  through  pulleys  with  a 
graded  resistance  helped  to  stop  Vander- 
voort.   

As  indicating  how  the  motor  bicycle  is 
catching  on  in  England,  it  is  reported  that 
a  rider  on  Liverpool's  famous  boulevard 
passed  four  machines  of  this  kind  in  less 
than  that  many  miles,  This  at  the  first  of 
tbe  season,  too! 


in  connection  with  machinery  steel  and  is 
much  cheaper  than  leather. 

When  using  either  bone  or  leather,  mix 
with  an  equal  amount— by  measure— of  gran- 
ulated charcoal.  Being  well  mixed,  the  par- 
ticles of  charcoal  keep  the  kernels  of  bone 
or  leather  from  adhering  to  each  other  and 
forming  a  solid  mass  when  heated.  Then, 
again,  the  charcoal  is  an  excellent  conductor 
of  heat,  conveying  it  through  the  hardening 
box  much  more  quickly  than  would  be  the 
case  were  it  not  used. 

When  hardening  small  pieces  that  do  not 
need  carbonizing  more  than  one-thirty-second 
of  an  inch  deep  it  is  best  to  use  No.  2  granu- 
lated raw  bone;  pieces  that  require  a  very 
deep  hardened  section  need  a  coarser  gi-ade, 
as  they  must  be  run  longer  in  the  fire. 

In  case  hardening  bicycle  cones,  where  it  is 
necessary  to  carbonize  quite  deeply,  it  is  best 
to  pack  with  No.  3  bone  and  charcoal,  equal 
parts,  or,  better  yet,  with  two  parts  raw 
bone,  two  parts  charcoal  and  one  part  bone 
black  or  animal  charcoal. 


THE  BICYCLING  WORLD 


i(>1 


THE  TRADING  EVIL 


Here's  a  Dealer  who  Cites  an  Instance  to 
Prove  it  not  as  bad  as  Painted. 


"So  the  Philadelphia  dealers  think  they 
have  settled  the  'trading  evil'  once  and  for 
all,  do  they?"  remarked  a  tradesman  to  the 
Bicycling  World  man.  "Well,  maybe  they 
have,  but  I  doubt  it. 

"The  thing  has  been  tried  often  before, 
but,  like  Hamlet's  ghost,  it  will  not  dov?n. 
For  one  reason,  it  is  an  evil  of  too  long 
standing.  Ever  since  there  was  a  bicycle 
there  has  been  trading,  and  unless  I  miss 
my  guess  there  will  be  as  long  as  manu- 
facturers build,  dealers  sell  and  riders  buy 
the  two-wheeler. 

"Then,  again,  it  is  not  altogether  an  evil," 
he  went  on.  "Perhaps  if  it  were  it  would 
be  easier  to  put  an  end  to  it.  But  it  has  its 
good  as  well  as  its  bad  side,  and  the  former 
makes  everlastingly  for  its  continuance. 

"Now,  just  let  me  illustrate  my  meaning 
by  relating  an  actual  occurrence.  I  have  a 
customer  who  has  purchased  a  great  many 
wheels  from  me,  and  I  hope  to  sell  him 
still  more  in  the  future.  One  of  the  machines 
in  his  'stable'  is  a  drop  frame  machine  which 
is  owned  and  used  by  his  young  daughter. 
It  is  a  chain  machine,  with  coaster  brake, 
of  a  good  make— desirable  in  every  way. 
Excellent  care  has  been  taken  of  it,  and  the 
finish  shows  scarcely  any  wear. 

"In  a  conversation  with  the  daughter  a 
few  weeks  ago  I  learaed  that  she  wanted  a 
new  wheel.  She  had  heard  so  much  about 
the  combination  of  chainless,  cushion  frame, 
coaster  brake,  that  nothing  would  do  but 
that  she  must  have  one.  As  you  may  im- 
agine, this  suited  me  to  a  T,  and  I  expatiated 
on  the  merits  of  these  devices,  setting  forth 
their  up-to-dateness,  etc. 

"The  upshot  of  it  was  that  she  asked  me 
how  much  I  would  allow  her  for  the  old 
machine.  Now,  of  course  I  would  rather 
have  made  an  outright  sale  of  the  new  one. 
But  a  moment's  reflection  convinced  me  that 
it  was  foolish  to  try  to  make  such  a  sale. 
The  old  machine  had  to  he  disposed  of,  and 
there  was  no  one  in  the  family  to  give  it  to. 
It  had  cost  $40  only  a  year  and  a  half  be- 
fore, and,  as  I  said,  it  was  in  most  excellent 
condition.  Neither  my  customer  nor  his 
daughter  could  sell  it.  Yet  it  would  have 
been  absurd  to  suppose  that  its  owner  would 
let  it  rot  in  an  attic. 

"So,  after  thinking  it  over  carefully,  I  said 
I  would  allow  $20  for  it  in  trade  for  such  a 
machine  as  was  wanted,  listing  at  $80,  or  a 
cash  difference  of  $60. 

"Now,  I  calculate  that  I  can  sell  that  old 
machine  for  $20— perhaps  a  trifle  more— 
without  any  trouble.  I  know  several  people 
who  will  jump  at  it,  and  I  doubt  if  it  will 
remain  in  my  hands  a  week  after  I  get  it. 
I  contend,  therefore,  that  it  is  good  business. 
In  fact,  I  only  wish  there  was  a  lot  more  of 
such  trade  in  sight. 

"Suppose  I  had  tried  the  Philadelphia  way, 


what  would  I  have  gained?  Nothing.  I 
might  have  endangered  the  sale,  for  $80  is 
a  lot  of  money  even  for  a  well-to-do  man  to 
put  out  for  a  bicycle,  especially  when  $40 
had  been  paid  only  a  short  time  ago.  But 
suppose  I  had  risked  this,  and  told  my  cus- 
tomer that  if  he  purchased  the  new  machine 
I  would  try  to  sell  the  old  one  for  him — what 
would  I  have  gauaed?  A  small  commission 
if  I  had  sold  it.  If  it  had  remained  undis- 
posed of,  my  customer  would  have  been  dis- 
satisfied and  thought  I  was  not  treating  him 
right. 

"Of  com-se,  there  is  much  to  be  said  for 
the  Philadelphia  side  of  the  case.  Trading- 
in  has  wrecked  many  a  concern  that  would 
otherwise  have  been  prosperous.  But  it  was 
where  the  matter  was  handled  unwisely, 
where  too  many  machines  were  taken  in,  the 
prices  allowed  were  too  great,   or  the  ma- 


Morgan  xWrightTires 
are  good  tires 


SEE  THAT  Morgan  &  Wright 

IS  BRANDED  ON  EVERY  TIRE  AND  TUBE 
NO  OTHER  IS  GENUINE. 


Morgan  &Wrigmt 


a.ONE  YEAR'S  ADVANCE 

Thh  narked  and  Rapid  but  Little  Appreciat- 
ed Improvement  in  Motor  Bicycles. 


New  York  Branch  t    214-216  Wist  47th  Striet. 

chines  themselves  were  not  easy  to  sell  again. 
In  such  cases  trouble  was  certain  to  follow. 

"But  I  contend,  and  always  will,  that  a 
little  trading,  done  on  the  right  basis  and 
looked  after  properly,  does  no  harm.  On  the 
contrary,  it  helps  Tjusiness  and  keeps  a 
dealer  in  touch  with  customers  who  might 
otherwise  become  lukewarm." 


Girder  Frames. 

English  manufacturers  continue  to  cast 
about  for  frame  designs.  One  of  the  latest 
is  the  "girder."  The  regulation  diamond 
frame  is  added  to  by  running  a  tube  from 
the  upper  part  of  the  loAver  head  lug  to  a 
point  on  the  seat  post  about  six  inches 
above  the  hanger,  and  from  here  down  to 
the  bridge  of  the  rear  forks. 


Good  Lamp  Made  Better .| 

That  grand  little  gas  lamp,  the  Columbia, 
has  been  made  even  better  than  ever,  a  new 
and  nou-cloggable  burner  having  been  ap- 
plied to  it.  Incidentally,  its  makers,  the 
Hine-Watts  Company,  report  that  its  sale 
goes  steadily  on. 


One  of  the  true  wonders  of  to-day  is  the 
marked  advance  in  motor  bicycle  design  and 
construction  that  has  taken  place  within  one 
J' ear,  along  with  the  equally  increasing  de- 
mand and  interest.  While  at  that  time  they 
were  not  repulsive,  it  is  putting  it  somewhat 
mildly  to  say  they  were  not  pleasing  to  the 
eye.  In  the  interim  there  have  been  very 
radical  improvements,  both  in  design  and 
construction  features. 

While  the  contention  is  not  here  made 
that  the  present  ruling  position  of  the  motor 
is  any  more  a  final  standard  than  the  posi- 
tions that  preceded  it,  there  are  few  to  dis- 
pute that  it  does  not  offer  a  more  attractive 
appearance  than  did  earlier  attempts.  An- 
other feature  that  has  come  about  in  this 
short  space  of  time  is  that  the  necessary  ad- 
juncts have  been  disposed  of  in  an  equally 
improved  manner.  It  is  possible  that  the 
motor,  bicycle  will  never  olfer  the  aesthetic 
outline  of  its  earlier  brothers,  still  no  one 
w"ill  dispute  but  that  it  is  yet  capable  of 
changes  which  will  tend  to  this  end. 

Unlike  the  methods  that  were  pursued  in 
the  construction  of  the  high  bicycles  and 
the  safety,  the  American  manufacturers  of 
motor  bicycles  are  sti'iking  out  on  distinc- 
tive lines  rather  than  following  those  of- 
fered by  the  earlier  European  manufactur- 
ers. In  this  the  home  makers  are  distinctly 
scoring  against  their  foreign  brethren,  as 
the  American  type  presents  to  the  eye  a 
motor  bicycle  per  se,  while  the  prevailing 
foreign  type  has  all  the  appearance  and  car- 
ries all  the  earmarks  of  just  what  it  is— a 
bicycle  with  a  motor  hung  on  it. 

No  small  contributing  cause  for  this  effect 
in  this  country  was  that  our  earlier  at- 
tempts were  along  the  same  lines  of  assem- 
bling the  two  essentials,  and  these  attempts 
met  with  the  open  criticism  that  this  con- 
junction would  not  suit.  From  this  criti- 
cism, no  less  forceable  than  well  meant,  the 
manufacturers  planned  to  get  away,  with 
the  pleasing  result  that  has  become  stand- 
ard for  this  year,  at  least. 

Taking  one  consideration  with  another, 
the  manufactm-ers  have  much  with  which  to 
congratulate  themselves,  and  the  riders  of 
this  country  should  be  thankful  that  they  will 
have  offered  them  motor  bicycles  far  in  ad- 
vance of  those  made  in  any  other  part  of 
the  world.  The  full  significance  of  this  will 
appeal  to  those  who  have  watched  the  col- 
umns of  The  Bicycling  World  and  noted  the 
crudities  that  are  being  built  and  sold  on  the 
other  side  of  the  herring  pond,  there  being 
but  one  exception  to  this  criticism,  and  that 
is  the  motor  bicycle  of  the  make  which  can 
be  fairly  said  to  have  started,  the  present 
movement. 


663 


THE  BICYCLING  WORLD 


COILS  AND  CLIMBING 


Two  Motor  Bicycle  Experts  Talk  Interest- 
ingly on  Those  Momentous  Subjects. 


Two  moil  promiueutly  icleiitifled  with  tlie 
designing  and  selling  of  motor  bicycles  were 
recently  discussing  matters  relative  to  their 
favorite  in  the  presence  of  a  Bicycling  World 
man,  and  brought  out  two  points  that  are 
not  as  generally  understood  as  they  might  be. 

Said  the  designer:  "In  my  earlier  experi- 
ments one  of  the  things  that  puzzled  me  was 
the  difference  in  power  that  I  would  notice 
when  using  the  same  motor,  but  trying  differ- 
ent coils  At  first  I  very  uatm-allj-  attributed 
these  specific  dilferences  in  power  to  the 
make  of  the  coil,  but  further  trials  convinced 
me  that  this  was  not  wholly  so,  as  different 
coils  of  the  same  make  and  from  one  lot 
showed  the  same  peculiarity. 

"After  fairly  exhaustive  tests  I  foimd  that 
the  matter  narrowed  itself  down  to  the 
ability  of  the  coil  to  do  the  work  for  which 
it  was  made.  Carrying  on  my  investigations 
I  found  that  the  fault  came  from  the  coil  not 
delivering  a  good  hot  spark  in  time  to  propa- 
gate the  flame  in  the  combustion  chamber  at 
the  compression  point  for  which  the  spark 
controller  was  set.  That  is,  there  was  a 
lagging  in  the  coil,  which  did  not  seem  to 
saturate  and  give  off  as  it  should  at  the  time 
of  the  make  and  break. 

"At  times  this  could  be  overcome  by  giving 
a  longer  contact,  at  the  "expense  of  the  bat- 
tery, but  as  a  whole  this  was  of  course  un- 
desirable, as  it  was  only  a  makeshift  and 
extravagant.  Probably  the  real  fault  was  in 
the  condenser  which  was  either  of  insuffi- 
cient capacity  or  else  faultily  made." 

"Well,  I  have  noticed  that  same  thing," 
said  the  salesman,  "but  of  course  left  the 
working  out  of  the  matter  to  our  factoi-y  end, 
reporting  my  observati9ns  as  they  came  to 
me.  Once,  however,  I  did  run  up  against  it, 
on  a  new  sample  machine  sent  me,  and  as  1 
was  then  travelling  that  section  of  the  coun- 
ti-y  in  which  the  coil  maker  had  his  head- 
quarters I  did  not  bother  the  factory,  but 
took  the  coil  to  the  maker. 

"At  first,  probably  from  misunderstanding 
who  I  was,  he  tried  to  show  me  that  it  was 
all  mj'  fault,  but  as  soon  as  I  explained  my 
position  he  exchanged  coils.  He  promised  to 
let  me  know  what  the  real  trouble  was.  We 
have  both  been  pretty  busy  since,  at  least  1 
have,  and  can  pretty  well  guess  that  he  has, 
so  that  the  tiling  was  not  followed  up  by  me 
and  has  probably  been  forgotten  by  him. 

"For  the  moment  I  may  have  resented  his 
fii-st  play  in  trying  to  show  that  it  was  up 
to  me,  but  a  moment's  thought  drove  that 
idea  out  of  my  head  just  because  of  my  own 
experiences  in  that  line  with  owners  of  motor 
bicycles. 

"I  could  go  out  and  sell  watches  and  know 
that  if  the  thing  stopped  and  examination 
showed  that  the  hair  spring  had  broken,  the 
buyer  would  not  try  to  fix  it  unless  he  was 
a  watch  repairer.     If   he  was  a  dealer  he 


would  place  it  in  the  hands  of  a  competent 
workman.  Yet  the  hair  spring  of  a  watch  is 
a  hawser  compared  with  the  wire  used  in 
the  secondary  winding  of  a  coil.  This  wire 
is  not  much  larger  than  a  human  hair. 

"I  have  run  across  men  who,  in  spite  of  this 
delicac.v  of  construction,  when  they  have  had 
something  go  wrong  with  their  spark — and 
the  liome  office  has  told  me  of  others— and 
because  they  failed  to  find  it  elsewhere,  when 
in  all  likelihood  it  was  the  battery  or  else  a 
broken  porcelain,  would  turn  on  the  poor,  in- 
offensive coil  and  take  it  apart.  Now,  in 
place  of  going  at  it  as  if  they  were  operating 
on  the  human  eye.  which  is  hardly  more  sen- 
sitive than  a  coil,  they  tackled  it  as  if  they 
were  ripping  a  single  tube  tire  off  a  rim. 

"When  I  remembered  these  things  my  first 
resentment  at  that  coil  manufacturer  melted 
away,  and  I  felt  more  like  apologizing  than 
damning.  Of  course,  a  coil  may  go  wrong 
from  no  careless   cause,  just  as  any  other 


SOME  RECENT  BRITISH  DESIGNS. 

manufactured  article  may  do,  but  not  one  in 
a  thousand  would  come  in  this  category.  If 
a  maker  gets  a  coil  to  fix  he  don't  try  to 
push  coil,  condenser  and  filling  out  through 
one  end  of  the  case  by  pushing  on  them  at 
the  other  end  with  any  old  blunt  thing  that 
may  just  come  to  hand.  No,  in  place  of  such 
foolishness  he  puts  the  coil  in  an  oven  and 
melts  out  the  wax  on  or  other  filler  and  then 
removes  the  parts  as  gently  as  possibly. 

"However,  I  have  wandered  away  from  the 
thing  that  was  in  my  mind  at  the  beginning 
of  this  talk,  and  while  it  has  nothing  to  do 
with  spark  coils,  the  question  of  the  varying 
power  of  moters  suggested  it  to  me. 

"As  you  know,  the  make  of  motor  bicycle 
that  I  represented  last  year  came  to  be  pretty 
well  known,  and  made  a  few  records  during 
its  season,  yet  no  pretense  was  made  of 
equiping  it  with  a  great  big  motor.  In  spite 
of  its  being  small  enough  to  handle  readily 
it  was  capable  of  good  work  and  could  climb 
some  pretty  tough  hills.  And  it  is  this  hill- 
climbing  that  I  had  in  mind. 

"I  had  a  pretty  good  territory  to  cover; 
good  in  the  sense  that  I  could  occasionally 
take  a  side  trip  to  some  of  my  customers, 
after  they  got  their  machine,  and  give  them 
further  pointers  or  go  over  those  I  gave 
them  when  I  showed  them  my  sample. 


"With  few  exceptions  I  found  them  getting 
along  pretty  well,  except  on  one  point,  and 
that  was  hill  climbing;-  I  wqiild  find  them 
lying  down  on  the  very  hills  that  I  had 
climbed  when  I  sold  them,  -and  theyj\^uld 
come  hack  at  me.  by  saying  my  machine  was 
special.  This  was  just  the  thing  I  was  look- 
ing for,  as  my  sample  was  regular  and  the 
real  fault  was  in  the  handling  without  un- 
derstanding or  with  insufficient  reasoning. 

"There  is  just  one  fundamental  rule  to  re- 
member, and  that  is,  there  is  no  use  in  al- 
lowing the  motor  to  run  faster  than  the  rela- 
tive speed  of  it  and  the  rear  wheel.  That  is, 
there  is  neither  sense  nor  reason  in  letting 
the  motor  race  away  from  its  work.  If  the 
speed  at  which  the  machine  has  been  travel- 
ling is  too  great  for  the  grade  that  is  being 
taken,  then  if  belt  drive  is  being  used,  the 
belt  starts  slipping,  as  the  extra  load  comes 
on  it  until  eventually  the  machine  stops  alto- 
gether, although  the  motor  may  keep  on  run- 
ning. It  is  obvious  that  there  is  no  value  in 
running  the  motor  beyond  the  point  at  which 
it  will  deliver  its  work,  and  to  tighten  the 
belt  the  minute  it  begins  to  slip  does  not  pick 
up  the  rear  wheel  and  does  kill  the  motor. 

"There  is  just  one  way  to  climb  a  hill,  and 
that  is  to  keep  the  motor  and  the  rear  wheel 
so  exactly  in  time  that  every  bit  of  power 
developed  by  the  motor  is  being  can-ied  to 
the  road  wheel.  To  do  this,  all  that  is  neces- 
sary on  the  part  of  the  rider  is  to  watch  mat- 
ters, and  when  he  finds  a  lagging  cut  down 
the  speed  of  the  motor  when  there  will  be  a 
noticeable  picking  up  of  the  bicycle  in  its 
rimning.  Unless  the  hill  is  particularly  steep 
and  rough  it  will  be  found  that  the  motor  can 
then  be  let  out  again  until  another  shutting 
down  period  comes.  By  carrying  out  this  ad- 
vice of  give  and  take  my  customers  found 
there  were  few  hills  which  could  not  be  ne- 
gotiated. 

"Remember  that  the  bicycle  is  the  govern- 
ing factor,  and  that  the  motor  must  be  kept 
at  a  speed  point  which  is  alwaj's  constant 
with  the  rear  wheels;  don't  try  to  keep  the 
with  the  rear  wheel;  don't  try  to  keep  the 
can  run." 


It  riade  a  Big  Difference. 

A  striking  example  of  the  ease  with  which 
a  cycle  wheel  mounted  barrow  can  be 
pushed,  even  A^hen  fully  loaded,  has  been 
noticed  by  an  observant  cyclist.  Two  lads 
belonging  to  local  tradesmen  were  pushing 
their  respective  barrows  along  a  heavy  sub- 
urban thoroughfare.  One  lad  had  a  barrow 
mounted  on  cycle  wheels  and  solid  rubber 
tires,  and  the  other  a  barrow  with  clumsy 
wooden  wheels  and  iron  tires,  and  the  way 
the  former  bounced  over  the  hard  ridges  and 
ruts  served  as  an  object  lesson  in  the  utility 
of  the  cycle  wheel,  while  the  lad  with  the 
iron  tired  wheels  struggled  and  floundered 
about  in  his  efforts  to  keep  the  barrow  mov- 
ing. It  is  rather  singular  that  cycle  wheels 
have  not  been  more  widely  used  on  trades- 
men's hand  barrows,  as  they  are  much  light- 
er, quite  as  strong,  and  make  the  draught 
of  the  vehicle  much  easier,  he  adds. 


THE  BICYCLING  WORLD 


669 


RACING 


Two  hundred  miles  on  a  motor  bicycle 
without  stopping  was  tried  at  the  Crystal 
Palace  track,  London,  , February  19,  by  J- 
Van  Hooydonk  on  a  Phoenix  machine.  A 
cold,  raw  morning  heralded  the  start,  but 
in  spite  of  the  uninviting  temperature  con- 
ditions a  crowd  of  fair  dimensions  lined  the 
track  when  the  start  was  made  at  a  little 
after  10  o'clock. 

The  first  ten  miles  were  covered  in  24:21; 
fifty,  miles  in  2:02:04,  and  100  miles  in  4:14:13. 
Everything  looked  favorable  for  a  finish  of 
the  ride  when  at  105  miles  a  pin  loosened 
in  the  motor  and  put  an  end  to  the  attempt. 
The  distance  covered,  however,  is  probably 
the  longest  track  event  for  a  motor  bicycle 
yet  carried  out. 
The  following  are  the  times: 

Total.       Ten  Mile 
Miles.  H.M.S.  Times. 

10 24.21  24.21 

20 48.06  23.45 

30 1:12.38  24.32 

40 1:37.01  24.23 

50 2:02.04  25.03 

60 2 :27.52  25.48 

70 2:53.16  25.24 

80 3:18.48  25.32 

90 3:46.47  27.59 

100 4:14.13  27.26 

From  this  table  it  will  be  seen  that  the 
steadiness  in  running  was  most  noteworthy, 
the  average  time  for  each  mile  of  the  hun- 
dred miles  being  2  min.  32%  sees.,  while  the 
difference  between  the  fastest  ten  miles  and 
the  slowest  ten  miles  was  at  the  rate  of  25  2-5 
sees,  per  mile. 

At  the  Coliseum  track,  Atlanta,  March 
11,  Cadwell  outclassed  Hunter  in  a  five 
mile,  motor  paced,  heat  race,  best  two  in 
three.  The  first  heat  Cadwell  won  by  a 
lap  and  a  half,  in  8.46  3-5.  The  second  heat 
was  Cadwell's  from  the  beginning,  but  in 
the  first  lap  of  the  fifth  mile,  after  having 
gained  two  laps  and  a  half,  Cadwell  ran 
into  his  motor  and  sustained  a  very  hard 
fall.  The  time  of  the  second  heat,  four 
miles  and  one  lap,  was  6.40.  In  a  pursuit 
race  between  INIallory  and  Roberts  the  for- 
mer won  after  riding  a  mile  and  a  half  and 
a  lap  in  2.38.  A  half-mile  professional  race 
was  run  in  two  preliminary  heats  and  two 
finals.  The  finals  resulted  as  follows:  Law- 
son  first,  Turville  second,  winning  first  and 
second  money;  Fields  first,  and  Walthour 
second,  winning  third  and  fourth  money. 
The  time  of  the  finals  was  1.03  4-5  and  1.05. 


At  the  annual  meeting  of  the  Intercolle- 
giate Bicycle  Racing  Association  in  this  city 
on  Saturday  last,  the  tandem  race,  which 
has  been  a  fixture,  was  wisely  discontinued. 
The  executive  committee  was  empowered 
to  substitute  another  race  at  its  discretion. 
Messrs.  Butts,  of  Yale,  and  Fitch,  of  Colum- 
bia, were  appointed  a  special  committee  to 
make  arrangements  for  the  spring  meet. 

Officers  for  the  coming  year  were  elected 
as  follows:  J.  R.  Gentry,  Yale,  president;  J. 
C.  Gilpin,  University  of  Pennsylvania,  treas- 


urer; E.  A.  Thurber,  Columbia,  secretary; 
executive  committee,  H.  G.  AVells,  Wesleyan; 
O.  G.  Butts,  Yale;  J.  K.  Fitch,  Columbia;  J. 
C.  Gilpin,  University  of  Pennsylvania. 


Lake  defeated  Hadfleld  in  two  straight 
heats  at  the  Atlaura  Coliseum,  March  17. 
He  rode  splendidly,  winning  the  first  heat 
in  8.15  and  the  second  in  9.06  2-5,  both  by 
narrow  margins.  The  distance  was  five 
miles,  motor  paced.  Leander  rode  an  exhi- 
bition paced  mile  in  1.34  2-5.  Rutz  defeated 
Gus  Lawson  in  the  first  and  third  heats  of 
a  mile  heat  race.  The  heats  were  run  in 
2.18  3-5,  2.20  2-5  and  2.18  1-5.  Rutz  won  by 
inches  only.  R.  G.  Bennet  rode  an  exhibi- 
tion mile  in  1.31 1-5  on  a  motor  bicycle. 


Emile  Bouhours,  tne  old-timer  and  most 
consistent  of  middle  distance  riders,  has 
accepted  Will  C.  Stinson's  challenge,  and 
the  two  will  ride  the  first  paced  match  on 
the  new  Buffalo  Velodrome,  Paris,  on  Easter 
Sunday,  over  a  distance  of  10  or  15  miles, 
with  motocycle  pacing. 


The  three-lap  track,  once  considered  ideal. 
is  literall3^  going  by  the  boards.  The  Charles 
River  track,  Boston,  is  the  latest  to  suc- 
cumb. Its  asphaltum  surface  is  to  be  torn 
up  and  replaced  by  a  board  track,  either 
four  or  six  laps  to  the  mile. 


John  Lawson,  of  Minneapolis,  known 
throughout  the  counti-y  as  the  "Terrible 
Swede,"  died  at  St.  Joseph's  Hospital,  Mil- 
waukee, March  14,  of  pneumonia.  He  was 
twenty-nine  years  of  age. 


The  Retail  Record. 

Hartford,  Conn.— L.  H.  Elmer  succeeds 
Alexander  and  Elmer. 

Worcester,  Mass.— Frank  S.  Clark  will 
open  shop  in  O.  Berggrens  store. 

St.  Johnsbury,  Vt.— Henry  Couchaine,  fire 
loss,  covered  by  insurance. 

Pittston,  Pa.— Bechtold  suceeds  Schussler 
&  Bechtold. 

Leslie,  Mich.— Arthur  Wheaton,  jeweller, 
added  bicj'cle  shop. 

Ottawa,  Out.— W.  H.  Fligg,  assigned;  A. 
P.  Mutchmore,  assignee.e 

Northampton,  Mass.— Tidd,  Bridges  &  Co., 
petitioners  in  banki-uptcy. 

Alpena,  Mich.— Broad:  succeeds  Lewis  & 
Broad. 

Proctorsville,  Vt. — William  Livermore  suc- 
ceeds Charles  Hager. 

Meadville,  Pa.— J.  C.  Roha  Mfg.  Co.  has 
added  retail  bicycles. 

So.  Noi^walk,  Conn.— Frederick  W.  Kem- 
per, moved  to  new  store. 

Manchester,  Conn.— Harry  E.  Fay  opened 
store  in  Buckland  block. 

Rochester.  N.  Y.— Thomas  Morgan,  139 
Clinton  avenue  north,  slight  fire  damage. 


Nine  times  out  of  ten  when  a  person  gets 
poor  on  account  of  his  advertising  it's  be- 
cause he  does  poor  advertising,- Printers' 
Ink. 


Pierce 
Cycles 

FOR  1902 

In  Front 


ON  A 

PitRCEr 


TRANK  KRAMER,  riding  the 
Pierce  Racer,  won  the  Pro- 
fessional Championship  of  the 
United  States  for  I90J.  He  has 
ridden  the  Pierce  Racer  for  three 
seasons.  In  J  899  he  won  the 
Amateur  Championship,  and  in 
1900  was  the  next  to  the  winner  of 
the  Professional  Championship. 

MR.  KRAMER  SAYS  : 

"The  Pierce  Racer  suits  me 
exactly,  and  I  can  win  with  it." 

If  Mr.  Kramer  can  win  the 
hig-hest  honors  on  the  ''Pierce*' 
it  surely  must  be  good  enough  for 
anyone  and  good  enough  to 
**  push."      

The  George  N.  Pierce  Co. 


BUFFALO 
DENVER 


NEW  YORK 

SAN  JOSE 


610 


THE  BICYCLING  WORLD 


Freakish  in  tlie  Design 


OF  THE 


Mitchell 
Motor 
Bicycle. 


THE  PROOF  OF  THE  PUDDING,  Etc. 

The  Mitchell  Motor  Bicycle  takes  the  traveling  man  where  he  wants  to  go  at  small  expense. 
Mr.  Hofmeister  purchased  his  machine  last  October. 

Milwaukee,  Wis.,  Feb.  24,  1902. 
WISCONSIN  WHEEL  WORKS,  Racine  Junction,  Wis. 

Gentlemen  : — Have  been  riding  your  Mitchell  Motor  Cycle  from  one  end  of  the  state  to  the 
other  and  cheerfully  admit  that  there  is  no  conveyance  of  any  kind  that  comes  anywhere  near 
your  Motor  Cycle. 

The  speed  rests  entirely  with  the  rider.  If  you  enjoy  it  you  can  reduce  the  speed  so  you  al- 
most crawl  along  ;  while,  if  the  road  is  smooth  and  your  sporting  blood  is  up,  you  can  race  with 
passenger  trains  and  they  must  be  good  ones  if  they  can  shake  you. 

For  commercial  travelers  that  are  not  overloaded  with  samples  they  are  the  ideal  thing.  Be- 
cause you  do  not  have  to  wait  for  trains,  one  can  make  more  towns  and  consequently  earn  more 
money.  Last,  not  least,  save  all  livery  expense,  and  railroad  fares.  Yes,  the  Motor  Cycle  is  the 
best  conveyance  out  and  a  beauty.  Recommend  it  to  anybody  that  likes  to  cover  big  territory  at 
a  better  speed  than  can  be  obtained  by  horse.  My  average  expense  for  fuel  was  only  about  12 
cents  a  day.  Yours  truly,  LEO.  HOFMEISTER, 

No.  326  14th  Street.  Representing  Milwaukee  Oil  Specialty  Co. 

LIVE   BICYCLE   AGENTS   ARE   RAPIDLY   COMING   UNDER   COVER   OF   THE   MITCHELL   CONTRACT. 

See  samples  at  following  General  Agencies :— HENRY  VAN  ARSDALE,  No.  20  Broad  Street,  New  York  City;  GEO.  S.  ATWATER,  No.  8  Merrimac  Street,  Boston;  WHIPPLE 
CYCLE  COMPANY,  No.  260  West  Jackson  Boulevard,  Chicago;  MITCHELL,  LEWIS  &  STAYER  CO.,  Portland,  Ore.;  SMITH  &  ZIMMER,  Minneapolis,  Minn. 

Manufactured  by  WISCONSIN  WHEEL  WORKS,  Box  W,  Racine,  Wisconsin. 


Mr.  F.  I.  Carter,  our  energetic  Salt  Lake  City  agent,  thought  at  one  time  that  all  motor  cycles 

were  alike,  and  it  was  only  by  working  our  stenographer  overtime  we  were 

able  to  induce  him  to  try  a  Mitchell. 

Salt  Lake  City,  Utah,  Feb.  22,  1902 
WISCONSIN  WHEEL  WORKS,   Racine  Junction,  Wis. 

Gentlemen  : — Every  day  during  the  past  week  we  have  used  our  new  Mitchell  Motor  Cycle 
on  the  streets  of  Salt  lake  with  splendid  success.  The  macliine  is  meeting  our  every  requirement 
it  is  reliable,  speedy,  of  easy  control  and  handles  all  our  grades  without  an  effort. 

As  a  means  of  advertising  the  Mitchell  line  and  my  own  business  it  has  a  value  greater  than 
its  listed  price  and,  as  a  matter  of  fact,  it  is  the  best  medium  we  have  ever  used. 

Other  Motor  Cycles  have  come  and  gone  but  the  Mitchell  is  here  to  stay  and  we  treated  our 
citizens  to  a  genuine  surprise  when  we  brought  out  the  Mitchell  and  it  proved  itself  a  goer.  We 
would  not  do  without  the  machine,  for  several  times  its  price,  if  we  could  not  get  another. 


Yours  very  truly. 


F.  I.  CARTER. 


CINCH 


Not  a  Pioneer. 

Not  the  Cheapest. 
Just  the  Best. 

THAT'S  ALL, 


Send  for  our  Special  Trial  Proposition. 


RIGGS-SPENCER  CO.,  Rochester,  N.  Y. 


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THE  BICYCLING  WORLD 


67J 


WORKS  MANY  WAYS 


How  Labor  Saving  riachlnery  Help*  Both 
Makers'  Profits  and  Workmen's  Wages. 


"Labor  saving  inventions  have  gradually 
been  applied  to  our  uses,  and  while  they  fre- 
quently enable  one  person  to  accomplish  the 
results  obtained  by  several  in  the  old  way, 
I  contend,"  said  Charles  D.  Rice,  in  an  ad- 
dress to  the  Workingmen's  Club,  of  Hart- 
ford, Conn.,  last  week,  "that  their  use  does 
not  in  a  permanent  sense  deprive  others  of 
employment,  but  rather  serves  to  liberate 
them,  that  they  may  enter  into  other  and 
newer  fields  of  work,  with  a  strong  chance 
in  each  case  that  their  burden  will  be  still 
more  lightened,  and  with  an  equal  chance 
that  the  purchasing  power  of  their  earned 
dollars  will  be  increased. 

"One  would  naturally  ask  where  this  extra 
work  is  to  come  from.  The  reply  is  that 
after  the  real  necessities  of  life  have  been 
met  with  we  demand  what  our  ancestors 
would  certainly  have  termed  luxuries.  And 
this  desire  for  the  general  betterment  of  our 
conditions  serves  as  a  constant  feeder 
toward  keeping  us  all  employed.  We  need 
no  better  illustration  of  this  feature  than  to 
examine  into  the  nature  of  our  home  prod- 
ucts here  in  Hartford.  The  automobile,  the 
bicycle  and  sporting  firearms,  which  are 
made  by  three  of  our  largest  manufacturers, 
certainly  would  have  been  termed  a  luxury 
in  'ye  olden  time.'  Typewriters,  book- 
making  machinery,  knitting  machines  and 
small  tools  for  manufacturing  on  the  inter- 
changeable plan  are  all  made  in  this  city, 
and  all  of  them  were  an  unknown  product 
eighty  years  ago.  In  fact,  fully  90  per  cent 
of  the  manufactured  products  of  our  city 
come  under  the  head  of  extras  due  to  the 
advances  of  civilization,  and  serve  to  give 
employment  to  our  skilled  mechanics,  spe- 
cialists and  laboring  men.  There  is  still  an- 
other advantage  gained  through  labor  saving 
appliances,  namely,  that  their  use  tends  to 
more  fully  equalize  our  labors  as  a  people 
throughout  the  entire  year. 

"Our  agricultural  interests  being  first  in 
the  line  of  importance,  it  can  literally  be 
said  that  there  is  more  farm  work  done  by 
workmen  in  our  cities  or  factories,  who  sel- 
dom set  foot  on  farm  soil,  than  there  is 
done  by  the  farmers  themselves  with  their 
assistants.  The  axe,  the  stump  puller,  the 
plough,  the  cultivator,  the  mower  and  reaper 
and  the  threshing  machine  are  all  provided 
by  the  city  mechanics,  thus  enabling  a  set 
of  farm  hands  to  accomplish  many  times 
what  can  be  done  without  these  implements. 
Our  mining  interests  come  next  in  line,  and 
here  again  the  labor  saving  devices  play  a 
similar  part  in  permitting  the  city  workman 
sheltered  in  a  comfortable  factory  to  do  in- 
directly the  major  part  in  the  mining  of 
coal,  iron,  copper,  etc.,  and  which  products 


provide  the  mechanic  in  return  with  the 
more  important  of  the  raw  materials  neces- 
sary to  mechanical  pursuits. 

"Of  the  machines  which  can  correctly  be 
grouped  together,  and  which  are  in  a  sense 
dependent  on  each  other  in  order  to  repre- 
sent a  complete  whole,  and  which  jointly 
represent  the  greatest  labor  saving  imple- 
ments' of  our  time,  we  would  probably  be 
compelled  to  name  the  group  containing  the 
carding  machine,  the  spinning  mule,  the 
weaving  loom  and  the  sewing  machine.  It 
has  sometimes  been  argued  that  these  in- 
ventions do  harm  to  our  working  -classes, 
and  this  is  almost  wholly  because  of  the  im- 
mediate but  only  temporary  effects  which 
some  of  these  conditions  create.  The  selling 
price  of  a  commodity  is  in  the  long  run  al- 
most always  based  on  its  actual  cost.  To 
manufacture  an  article  at  an  annually  low 
cost  enables  one  to  create  a  greater  demand. 
When  business  is  good,  wages  are  high,  as 
the  law  of  supply  and  demand  enters  into 
the  case.  Perhaps  the  Carnegie  institutions 
for  manufacturing  will  best  illustrate  the 
point.  The  rule  which  was  applied  by  these 
farsighted  captains  of  industry  was  to  in- 
troduce and  to  keep  introducing  the  most 
approved  appliances  so  long  as  a  careful  cal- 
culation by  their  experts  would  indicate 
eitlier  an  improvement  in  quality  or  a  re- 
duction in  the  final  costs  of  the  product,  or 
both.  This  policy  enabled  the  Carnegie 
plants  to  rapidly  expand,  to  afford  good 
wages  to  their  workmen,  to  sell  their  goods 
low  enough  to  attract  the  purchaser,  and  as 
just  compensation  to  such  broadminded 
leadership  it  enabled  Mr.  Carnegie  and  some 
of  his  lieutenants  to  become  very  rich. 

"Labor  saving  devices  and  improvements 
are  not  by  any  means  wholly  dependent  as 
to  their  origin  to  so-called  inventors  as  we 
commonly  think  of  them,  for  every  energetic 
and  progressive  person  who  has  a  strong  de- 
sire to  see  things  done  in  the  quickest  way 
does  his  or  her  share  in  this  direction.  The 
woman  who  devises  a  better  method  of  sew- 
ing or  attaching  a  button  to  a  garment,  and 
on  such  a  plan  as  to  make  the  idea  com- 
monly known,  may  accomplish  untold  good 
to  this  and  coming  generations,  even  though 
she  profits  only  through  her  use  of  the  im- 
provement. The  department  store  idea  is 
the  result  of  many  minds  being  put  at  work 
to  perfect  a  complete  system  necessary  to  its 
success.  Such  a  plan  of  economic  distribu- 
tion is  just  as  correct  in  theory  as  to  manu- 
facture on  a  large  scale,  and  were  it  not 
right  in  principle  the  plan  would  not  have 
met  with  such  universal  success. 

"There  has  been  at  times  some  agitation 
as  to  the  propriety  of  one  person  operating 
in  factory  practice  more  than  one  machine 
at  a  time.  What  I  believe  to  be  a  proper 
reply  to  this  question  is  this:  That  so  long 
as  the  work  can  be  produced  satisfactorily, 
and  when  the  operator  does  not  impair  his 
health  thereby,  if  the  rimning  of  two  or 
more  machines  by  one  person  will  produce 
the  work  more  economically  than  would  the 
running  of  one  machine  by  the  same  pex-- 


son,  then  under  these  conditions  it  seems  to 
be  entirely  proper. 

"The  feature  just  touched  upon  is  a  very 
interesting  one  in  many  respects,  and  I  trust 
it  will  not  be  out  of  place  to  make  some 
statements  which  will  be  more  of  local  in- 
terest than  otherwise,  and  as  follows:  The 
ability  of  an  employer  to  allow  satisfactory 
wages  depends  wholly  upon  his  ability  to 
produce  a  salable  product  at  a  fair  profit. 
The  number  of  hours  per  day  a  factory 
operates,  and  the  disposition  of  all  employes 
as  to  their  willingness  to  produce  what  they 
reasonably  can  during  a  working  day,  all 
else  being  equal,  determine  whether  a  busi- 
ness will  prosper  and  give  permanent  em- 
ployment to  its  help,  or  whether  it  will 
yield  to  an  unequal  strife  and  allow  its  com- 
petitors who  are  more  favored  through  cir- 
cumstances to  enter  its  market  and  finally 
deprive  it  of  its  business. 

"In  looking  into  the  future  one  can  readily 
conceive  many  of  the  benefits  which  are  to 
accrue  to  mankind.  The  average  child  Avill 
enjoy  more  years  of  schooling,  and  what 
he  learns  will  be  along  more  advanced  and 
useful  lines.  This  will  enable  him  to  enjoy 
the  pleasures  of  school  life  for  a  greater 
period  and  will  also  permit  him  to  so  mature 
before  entering  into  employment  as  to  feel 
the  earlier  stages  of  close  confinement  to  his 
work  very  much  less.  Literature  of  a  high 
order  is  fast  coming  within  the  reach  of  all 
as  to  cost,  and  superior  educational  advan- 
tages will  enable  a  greater  number  to  enjoy 
reading,  and  to  the  profit  of  all  who  practise 
it.  The  people  of  future  time  will  be  still 
more  productive,  and  consequently  more 
prosperous.  The  condition  of  the  average 
home  will  be  much  improved  over  the  pres- 
ent. Greater  time  and  thought  will  be 
given  toward  the  development  of  our  amuse- 
ment halls;  our  park  systems  and  our  public 
highways  and  means  of  travel  are  still  sub- 
ject to  much  betterment.  The  sanitary  con- 
ditions of  our  cities,  our  workshops  and  our 
homes  are  fast  reaching  a  perfected  state — 
so  much  so  that  even  at  the  present  time 
the  average  duration  of  human  life  has  con- 
siderably increased.  With  less  of  sickness, 
with  physicians,  surgeons  and  specialists  of 
greater  skill  to  attend  us  when  ailing,  and 
the  presence  in  our  cities  of  well  managed 
hospitals,  surely  the  lot  of  those  yet  to  visit 
this  world  will  be  an  easier  one.  Further- 
more, the  human  family  through  the  adop- 
tion of  the  principle  of  doing  everythmg  by 
quick  methods  so  long  as  things  can  be  done 
well,  will  find  the  time  without  overwork 
to  study  the  great  problems  of  life  with  a 
view  to  either  lessening  or  wholly  prevent- 
ing the  existence  of  many  of  its  present 
hardships,  just  as  has  been  done  in  the  more 
recent  past.  Again,  touching  tipon  our  ever 
increasing  opportunities  along  educational 
lines,  according  to  the  record  kept  by  the 
editor  of  Appleton's  Annual  Encyclopedia, 
the  gifts  for  educational  purposes  in  the 
United  States,  including  libraries,  during  the 
last  nine  years  amount  to  $419,000,000. 

"We  have  good  reason  for  believing  that 
the  inclination  of  our  men  of  great  wealth 
and  resources  is  in  the  direction  of  giving 
still  larger  amounts  to  such  worthy  objects 
as  these  as  time  advances.  These  are  among 
the  many  advantages  for  people  of  future 
time,  and  there  are  doubtless  many  of  us 
here  to-night  who  would  be  pleased  to  re- 
turn on  some  distant  day  and  witness  the 
great  things  which  are  sure  to  prevail." 


672 


THE  BICYCLING  WORLD 


LONG  LIVED  TIRES 


Some    Strong    Evidence  That  High  Grade 
Tires  are  the  Cheapest  in  the  End. 


"Talk  about  pneumatic  tires  being  sliort 
lived  and  expensive!"  exclaimed  the  old  rider. 
"I  have  not  fonnd  tbem  to  be  so.  That  was 
one  of  the  chief  objections  urged  against 
them  when  they  first  came  into  use.  Even 
now  one  hears  the  same  story.  But  there's 
nothing  in  it,  or  at  least  mj'  experience  does 
not  show  it. 

"I'll  give  you  a  proof  of  it,"  he  continued. 
"I  am  overhauling  my  collection  of  wheels 
preparatory  to  an  active  season— the  first,  by 
the  way,  for  a  couple  of  years.  Naturally 
the  tires  come  in  for  a  good  looking  over. 

"There  are  three  machines  in  the  lot,  a 
tandem — for  I  am  so  unfashionable  as  to  re- 
tain aa  affection  for  the  two  seated  machine 
—a  drop  and  a  diamond  frame.  The  tandem 
shall  be  passed,  for  everybody  knows  it  is 
not  easy  on  tires.  The  rear  one  has  outlived 
its  usefulness,  and  the  front  one,  after  four 
years'  service,  is  not  very  much  better.  So 
they  will  have  to  be  replaced. 

"But  come  to  the  drop  frame.  It  has  on  it 
tires  fitted  to  the  machine  when  it  was  pur- 
chased—early in  1897.  It  has  not  been  run 
much  since  1899,  but  in  that  and  the  two 
previous  seasons  it  saw  good  service.  The 
five  years  that  have  elapsed -since  1897  should 
have  played  havoc  with  the  rubber,  however, 
and  they  ought  to  be  unfit  for  use.  But  to 
save  my  life  I  can't  find  anything  wrong 
with  them,  or  see  why  they  should  not  go 
through  a  good  part  of  this  season.  They 
had  not  been  pumped  for  the  best  part  of  a 
year,  but  there  was  still  some  air  in  them. 
Inflation  the  other  day  failed  to  reveal  any 
bumps,  boils  or  other  evidences  of  coming 
trouble.  This  being  so,  why  shouldn't  they 
be  made  to  do  service  again  ? 

"Now,  to  come  to  my  own  machine.  I  got 
it  out  Sunday,  gave  it  a  lick  and  a  promise 
in  the  way  of  a  cleaning,  pumped  the  tires 
and  took  a  twenty  mile  ride  for  a  starter. 

"The  machine  had  not  been  used  since  Oc- 
tober of  last  year.  Nevertheless,  the  rear 
tire  was  about  half  filled  with  air,  although 
the  front  one  was  entirely  deflated.  I  have 
a  hazy  idea  that  there  is  a  slow  puncture  in 
it,  and  I'll  have  to  investigate  the  matter. 
That  tire  dates  back  to  '98,  and  there  are  a 
good  many  hundred  miles  of  service  in  it  yet. 
The  rear  tire  is  a  year  younger,  and  it  is  not 
in  quite  as  good  condition.  Still,  there  is 
nothing  really  wrong  with  it,  either.  It  Avill 
last  me  a  while  longer  yet. 

"Now,  I  call  that  a  pretty  good  record. 
The  tires  on  my  machine  get  fairly  hard 
usage,  and  are  never  spared.  My  mileage 
runs  up  to  somewhere  between  two  and 
thi-oe  thousand  miles  a  year." 


It  is  said  that  cycling  has  taken  a  hold  in 
Cochin  China,  chiefly,  of  course,  among  the 
foreign  residents. 


Pennell's  Opinions  Bear  Fruit. 

"'I'lie  ordinary  bicycle  as  a  touring  car- 
riage is  done  for;  tlie  minute  a  man  takes  up 
a  .  .  .  motor  cycle  he  ceases  any  longer 
to  care  for  the  ordinary  machine."  This  is 
Joseph  Pennell's  opinion  as  stated  in  the 
current  ■"Contemporary."  ^  It  is  expressed 
"after  riding  motor  cycles  for  three  seasons," 
touring  "all  over  England,  France  and  Italy," 
and  making  "a  trip  across  Europe  that  has 
not  been  approached"  by  any  one  else. 

In  the  course  of  these  experiences  Mr.  Pen- 
nell  did  a  deal  of  "hard  shoving"  on  the 
pedals,  especially  when  accidents  reduced 
him  solely  to  this  resource.  But  he  was 
never  "stranded  hopelessly,,  as  may  happen 
any  minute  with  a  motor  car."  He  always 
got  where  he  intended  to  get,  and  when  he 
intended  to  get  there,  and  he  was  never' 
"accompanied  b.y  any  engineer."  He  reached 
his  destination  always  and  was  independent. 
Nor  was  he  subjected  to  the  financial  drains 
of  being  "regarded  as  a  millionaire"— as  the 
owner  of  a  motor  car  is  apt  to  be.  He  was 
not  treated  in  general  as  one  who  distributes 
money  rather  freely.  Mr.  Pennell  finds,  ac- 
cordingly, "that  the  motor  bicycle  is  as  yet, 
for  persons  of  average  means,  the  only  prac- 
tical self-propelled  carriage." 

Its  slow  improvement  he  attributes  in  part 
to  the  stupidity  or  lethargy  of  makers  and 
in  part  to  their  present  devotion  to  motor 
cars.  Within  the  last  year  motor  cycles  have 
gained  much  recognition  in  exhibitions,  but 
then-  development  is  still  in  an  unsatisfac- 
tory stage.  "For  the  motor  cycle,"  he  says, 
"which  will  carry  me  as  reliably  as  an  ordi- 
nary bicycle,  though  natiu'ally  requiring 
more  attention,  I  really  do  not  know  where 
to  look."  The  whole  trade,  however,  "is  ex- 
perimenting, or,  rather,  waiting  for  some 
clever  man  to  do  so,"  and  in  the  near  future 
he  expects  "a  reliable  motor  bicycle  or  light, 
compact  tricycle  Avill  be  evolved."  When  it 
appears  be  believes  it  will  be  "the  most  pop- 
ular vehicle  ever  invented." 

That  such  a  machine  would  serve  its  thou- 
sands where  the  automobile  serves  its  tens 
is  one  of  the  possibilities  of  the  future.  "If 
realized  it  would  effect  greater  and  more  per- 
manent social  changes  than  have  been 
wrought  by  the  bicycle,"  concludes  the  "Chi- 
cago Tribune,"  after  reading  Pennell's  opin- 
ions. 

Ready =nade  Ads.  for  Retailers. 

H.  P.  Towuley,  wlio  is  himself  in  the  bi- 
cycle business  in  Terre  Haute,  Ind.,  is  not 
one  of  the  dealers  who  believes  that  "any  old 
advertisement"  will  do.  He  has  given 
thought  to  the  subject,  and  as  a  result  he 
offers  at  a  modest  price  to  agents  generally 
a  book  of  fifty  ready  made  ads,  which  he 
has  used  and  which  may  be  used  by  any  one 
else  with  eqnal  facility.  They  are  crisp  and 
"catchy,"  and  the  fact  that  Mr.  Townley 
states  that  they  brought  him  business  is  a 
good  reason  why  they  should  interest  others 
in  tlie  trade. 

"The  Motor:  What  It  Is  and  How  It 
Works."  See  "Motocycles  and  How  to  Man- 
age Them."  $1.  The  Goodman  Co.,  Box  649, 
New  York.  *** 


OLD  AND  UNKNOWN 


Criticism  of  Negligence  of  Riders  and  Waste 
and  Indifference  of  Repair  Shops. 


The  recent  thaw  and  warm  spell  that 
struck  this  city  led  to  the  acceptance  of  an 
offer,  from  a  friend,  to  occupy  the  back  seat 
of  a  tandem  for  an  evening's  ride.  Naturally 
he  was  trusted  to  have  the  necessary  fix- 
ings in  case  of  any  trouble  either  with  the 
machine  proper  or  the  tires. 

When  a  puncture  came,  for  the  venture 
was  made  to  ride  away  from  the  asphalt 
onto  some  rather  rough  and  mirey  roads,  it 
was  true  that  tools  were  produced  along 
with  an  alleged  repair  outfit.  It  is  by  cour- 
tesy called  alleged,  because  the  tool  itself 
was  all  right  as  such^  but  the  solution  it 
contained  was  of  last  fall's  vintage,  and  the 
plugs  were  -old  and  showed  the  war  marks 
of  being  mixed  up  with  all  kinds  of  tools  in 
the  bag. 

A  repair  was  attempted,  but,  of  course,  it 
refused  to  hold,  and  so  the  old  trick  was 
resorted  to  of  pumping  to  the  excess  of  hard- 
ness and  then  jumping  on  and  rushing  mat- 
ters until  bumping  again  began.  This  off 
and  on  again  was  kept  up  until  the  nearest 
repair  shop  was  reached.  .  Here  well  known 
brands  of  solution  and  plugs  were  called 
for  without  result.  The  tire  would  be  re- 
paired—with some  sort  of  just  as  good  rub- 
bish—and could  be  called  for  in  half  an  hour. 
This  wasn't  the  idea— goods  were  wanted 
that  were  known  and  had  a  reputation. 

The  next  shop  was  tried,  with  no  better 
results,  as  the  brand  of  solution  was  there, 
but  in  partially  used  tubes,  the  residue  being 
hardened  in  at  least  half  a  dozen  tubes  that 
had  been  used  in  part  by  the  repair  man. 
Finally  a  tube  was  found  of  a  brand  of  re- 
pute, it  had  not  been  thought  of  at  first,  but 
the  repair  man  tried  to  palm  it  off  as  that 
first  called  for.  This  was  open  to  criticism, 
but  the  position  was  accepted  as  filling  the 
bill,  although  with  somewhat  a  guilty  con- 
science. 

Morally  the  last  man  Avas  worse  than  the 
just-as-good  fellow.  He  had  something  worth 
selling,  biit  sought  to  sell  it  under  another 
name.  The  first  man  had  mighty  poor  stuff, 
yet  he  did  not  try  to  hedge  under  a  false 
name.  He  committed  a  mistake  rather  than 
an  evil,  and  it  is  to  be  hoped  he  will  realize 
the  value  of  good  goods  and  stick  to  thiem. 


Cranks  and  Gears. 

Tlie  following  combinations  of  cranks  and 
gears  used  by  various  English  racing  men 
last  season  have  been  compiled:  W.  B. 
Dudden  used  6i{.-in.  by  98  to  100  behind 
pace,  and  92  to  96  for  sprinting;  A.  S.  In- 
gram has  a  fondness  for  6%-in.  by  90;  G.  A. 
Olley  using  a  6%-in.  crank,  varies  his  gear 
from  about  88  to  101,  according  to  the  class 
and  conditions  of  the  events  he  participates 
in;  A.  A.  Chase  fancies  6y2-in.  cranks  and 
128  gear  for  the  track,  but  brings  down  the 
gear  to  the  region  of  90  for  the  road. 


THE  BICYCUNG  WORLD 


675 


Veeder  Cyclometers 

STAND  ALONE. 


10,000   Miles 
and  Repeat. 


ACTUAL  SIZE. 


Competition   has   been  silenced   by  sheer 

...SUPERIORITY... 

Wheelmen  no  longer  ask  for  a  "  CYCLOMETER." 
They  ask  for  a  "VEEDER." 
Those  two  words  are  synonymous. 

Dealers  can  secure  them  from  any  jobber  of  consequence  in  the 

United  States.     They  are  on  sale  in  every 

civilized  country  in  the  world. 


10  000  Miles  and  Repeat 


ACTUAL  SIZE. 


Makers  of  CYCLOMETERS, 
ODOnETERS, 
^5^      COUNTERS, 
'         FINE  CASTINGS. 


THE  VEEDER  MFG.  CO., 

HARTFORD,  CONN. 


CATALOGUE  FREE 


Jobbers,  Be  Wise! 

Handle  these 
Goods  and 

MAKE  MONEY, 

STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


THE  ERIE  CRACK-A- JACK  (DOUBLE  TUBET- 
PATENTED  MAV  2a.  1901 

PENNSYLVAMA  RUBBER  CO. 
ERIE.   PA. 


PENNSYLVANIA 
Rubber  Company, 


ERIE,  PA. 


NEW  YORK 

BUFFALO 


BRANCHES 
CHICAQO 


B03T0N 
PHILADELPHIA 


Don't  Close 

until  you 

consider 

our  entire 

line. 


Made  its 

acquaintance 

yet  ? 


^ 


The  Adjustable  Forsyth. 

If  not,  why  not  ?     Acquaintanceship  is  making 
money  for  others.     It  should  be  able  to  make  it 
for  you. 
We'll  be  pleased  to  do  the  introducing. 


FORSYTH  MFG.  CO.,  Buffalo,  N.  Y 


4 

* 

W 
W 

f 

w 
w 

w 


w 


676 


THE  BICYCLING  WORLD 


The  Freak  of  Freaks. 

M'hnt  may  fairly  bo  tprniod  a  freak  in 
motor  bicycle  construction  lias  been  desi.uiu'd 
by  an  English  electrical  engineer. 

The  construction  is  made  up  of  two  bi- 
cycles—one of  regulation  size  with  the  front 
wheel  removed,  and  cue  of  a  .smaller  size, 
having  15%-inch  wheels,  looking  for  all  the 
woi-ld  like  a  toy  bicycle  without  handlebars, 
saddle  or  pedals. 

This  small  machine  carries  the  motor,  the 
crank  case  of  which  .iust  fills  the  main  dia- 
mond of  the  frame,  and  the  cylinder  and 
head  pro.iects  about  the  line  of  the  top  tube. 
.  The  tanks,  battery  and  flat  feed  carbu- 
retter ai'e  carried  in  the  diamond  of  the 
larger  frame,  with  the  coil  placed  up  and 
down  forward  of  the  steering  fork  and  the 
innfiler  under  the  diagonal  tube  of  the  main 
frame,  similar  to  the  Thomas  machine  of 
last  year.  The  motor  and  carburetter  are 
connected  by  a  rubber  tube,  while  the  muf- 
fler connection  is  made  by  flexible  metallic 
tubing. 

The  forks  of  both  frames  are  of  the  bridged 
type,  with  struts  at  the  crown.  Steering  is 
accomplished  by  running  a  tube  down  in- 
side the  main  front  fork  to  a  bridge  piece 
almost  at  the  bottom  of  the  fork.  This 
bridge  piece  terminates  in  a  lever,  and  is 
connected  by  a  rod  to  the  front  forks  of  the 
small  leading  machine. 

The  drive  is  through  a  chain  rimning  to  the 
rear  of  the  two  small  wheels,  the  motor  run- 
ning at  thi-ee  and  one-half  revolutions  to  the 
i-oad  wheel's  one.  The  two  small  wheels  are 
hinged  centrally,  and  are  free  to  move  up 
and  down  independent  of  each  other  and 
the  regular  back  wheel  wlien  unequal  sur- 
faces are  passed  over. 

It  is  claimed  by  one  who  has  ridden  the 
machine  that  it  is  particularly  steady  in 
steering  over  greasy  surfaces.  By  setting 
the  two  frames  out  of  line,  the  machine  is 
supposed  to  stand  unsupported. 

In  conclusion,  it  is  perhaps  hardly  neces- 
sary to  state  that  the  inventor  does  not 
intend  to  enter  into  the  construction  of  the 
machine,  but  is  looking  to  sell  the  patent 
rights.  

Tests  With  Large  Tires. 

The  editor  of  the  C.  T.  C.  Gazette  writes 
of  expei-iments  with  large  tires  that  he  has 
been  making  in  order  to  determine  whether 
they  would  afford  a  better  means  of  isolating 
the  rider  from  vibration  than  spring  frame 
machines.  He  had  his  machine  fitted  with 
2-inch  tires  on  the  back  and  1%-inch  in  front, 
of  the  open-sided  variety,  and  got  the  Dun- 
1;  p  company  to  fit  these  on  the  1%-inch  and 
1%-inch  rims  respectively.  The  result  was 
that  the  increased  weight  only  amounted  to 
two  ounces  in  each  pair  of  wheels,  as  com- 
pared with  the  ]%-inch  and  lYs-inch  tires. 

The  conclusions  he  arrived  at  after  riding 
this  machine  during  the  spring,  summer  and 
autumn  were  as  follows:  (1)  That  with  a 
2-inch  tire  on  a  28-inch  driver,  and  a  1%-inch 
tire  on  a  30-inch  steerer,  a  spring  device  upon 
average  roads  is  certainly  not  a  necessity, 
even  if  a  cross  frame  be  employed.    (2)  That 


the  use  of  tires  and  wheels  of  this  size  is 
attended  witli  the  greatest  possible  advan- 
tage in  the  winter  months,  when  the  roads 
are  either  heavilj-  stoned  or  locked  in  frost- 
bound  furrows  and  ridges,  biit  (-i)  that  if 
speed  be  the  chief  consideration,  or  summer 
riding  only  be  indulged  in.  tires  one  size 
smaller  are  to  be  preferred.  In  other  words, 
if  ordering  a  machine  for  himself  under 
those  conditions  he  would  stipulate  for  a 
1%-inch  back  tire  and  a  1%-inch  front— the 
1%-inch  size  is  not  now  made  by  the  Dunlop 
company— 2S-inch  and  30-inch  wheels  being 
understood.  If,  however,  the  maimer  from 
wliom  he  elected  to  purchase  would  "have 
none  of  your  30-inch  wheels."  he  would 
stipulate  for  1%-inch  tires  on  both  steerer 
and  driver,  for  the  "out  sizes"  he  has  been 
riding,  although  they  are  luxury  itself,  are 
not  conducive  to  speed  in  a  sprint.  To  put 
it  tersely,  they  are  all  right  when  they  are 
going,  but  it  takes  some  effort  to  set  them 
going  quickly.     

About  Kicks  and  Kickers. 

Fault  is  found  by  many  that  money  is 
unequally  owned;  one  man  has  several  mill- 
ions, and  one  thousand  others  have  none,  or 
very  little.  Why  don't  the  same  folks  "kick" 
at  the  distribution  of  other  talents  than  the 
money  making  one?  Why  don't  they  say 
it's  a  shame  and  not  to  be  submitted  to  that 
one  or  two  men  are  eminent  mathematicians, 
can  delve  in  fluxion  and  differential  cal- 
culus and  calculate  eclipses,  while  a  thou- 
sand others  have  troubles  with  simple  arith- 
metic? 

Why  don't  some  folks  "kiclv"  that  there  are 
three  or  four  eminent  poets  in  every  age 
like  Browning,  Tennyson,  Shakespeare  and 
others,  wliile  thousands  can't  make  a  penny 
rhyme? 

Why  don't  some  folks  "kick''  because  there 
are  three  or  four  electrical  experts  to  an  age 
like  Edison,  Kelvin,  Tesla,  while  thousands 
don't  know  a  volt  from  an  ohm? 

Why  don't  some  folks  "kick"  because  three 
or  four  men  in  a  generation  do  the  scientific 
discovering,  and  tens  of  thousands  can't  com- 
prehend it  after  explanation?  Tlius  tlirough 
every  brancli  of  human  experience,  letters, 
discovery,  science,  electricity,  poetry,  three 
or  four  men  do  the  pioneer  work,  to  get  the 
world-wide  renown,  says  Graphite.  Why 
don't  the  same  "kickers"  "kick"  at  this? 

It's  a  monopoly  of  talent,  it  should  not  be 
submitted  to— take  it  away  from  them. 

Strip  Edison  of  his  gifts  and  distribute 
them  equally;  take  away  from  Shakespeare 
his  talents,  and  make  dead  levels  of  tlie 
crowd. 

Why  don't  this  "kick"  come?  We  give  this 
tip  free  to  "kickers,"  and  would  remind  them 
that  this  matter  of  gifts  is  a  monopoly  whicli 
no  free  man  should  submit  to. 

It's  an  outrage  that  Tennyson  writes  a 
song  that  is  in  everybody's  ears,  and  five 
thousand  ordinary  men  can't  even  write 
plain  prose— up  a  "kick" — this  is  a  free  tip. 


When  Pneumatics  First  Appeared. 

When  the  pneumatic  tire  was  first  spoken 
of,  the  inventor,  .T.  B.  Dunlop,  was  the  only 
man  in  existence  who  believed  that  it  would 
prove  faster  "than  the  solid  tire  on  smooth 
racing  tracks.  The  general  impression  was 
that  the  reason  it  scored  on  rough  surfaces 
was  because  it  absorbed  the  inequalities,  and 
critics  overlooked  the  fact  that  a  serious 
drag  existed  on  the  solid  tire,  which  affected 
its  pace,  and  which  was  quite  absent  oh  the 
pneumatic.  That  was  in  1889,  and  R.  J. 
Mecredy,  who  was  probably  the  first  trade 
paper  man  to  give  the  tire  careful  study  and 
trial,  states  in  a  recent  article  that  he  must 
candidly  admit  that  until  he  actually  tried 
it  he  was  at  first  among  the  doubting  Thom- 
ases in  this  respect.  His  first  trial  of  the 
tire,  however,  convinced  him,  and  it  was 
then  that  he  expressed  the  opinion  that  the 
pneumatic  tire  would  become  universal,  even 
on  cheap  machines,  an  opinion  which  was 
laughed  to  scorn  by  other  trade  press  men. 

Strange  to  say,  even  as  late  as  July,  1890. 
the  opinion  still  existed  that  on  very  smooth 
tracks  the  tire  was  slow,  and  when  the  Irish 
brigade  were  starting  for  their  famous  cam- 
paign in  England,  Dr.  Turner  wrote  person- 
ally, in  a  friendly  way,  stating  that  the  tire 
had  been  tried  at  Paddington,  and  had  been 
found  slower  than  the  solid;  in  fact,  in  the 
first  championship  in  which  the  Irish  brigade 
took  part  there  was  not,  as  well  as  he  can 
remember,  another  pneumatic  tire,  and,  need- ' 
less  to  say,  it  proved  a  runaway  win. 

In  the  next  championship  a  week  later, 
however,  every  competitor  was  riding  a 
pnetimatic  tired  machine,  most  of  them  their 
own  property  which  they  had  in  their  posses- 
sion, but  for  use  only  on  rough  tracks. 

Anotlier  curious  fallacy  existed  for  a  con- 
siderable period,  and  that  was  that  the 
pneumatic  tire  was  slower  uphill  than  the 
solid;  and,  if  we  mistake  not,  "The  Irish 
Cyclist"  stood  alone  in  contradicting  it.  It 
must  have  been  three  or  four  years  after 
the  tire  was  first  introduced  that  this  erro- 
neotis  idea  was  finally  set  at  rest  by  the 
result  in  various  hill  climbing  contests. 
These  cases  are  glaring  instances  of  the  mis- 
takes made,  even  by  experts,  when  dealing 
with  cycling  subjects. 


A  lubricant  for  aluminum,  when  turning  it 
in  the  lathe,  is  either  petroleum  or  water, 
and  when  drawing  it  out  or  stamping  it  in 
the  pi-ess  the  best  lubricant  is  vaseline. 


OILERS. 


PERFECT" 


CEiVi" 


STAR' 


"Motorcycles  and  How  to  Manage  Them"; 
126  pages,  41  illustrations;  cloth  bound,  $1. 
The  Goodman  Co.,  Box  649,  New  York    *** 


We  make  oilers  for  almost  the  entire  trade.     The 
quality  of  our  oilers  is  unequaled. 

GUSHMAN  &  DENISON,  Mfrs.  240-2  W.  23d  St.  N.  Y. 


THE  BICYCLING  WORLD 


677 


Yei  Arc 
itcrestcd 


0 

■VI  TW\ 


AitomeMlc 


9/>emJ\DR 


WORLD 


<DeCotcdtothe 
Jlutvniobih-^ 


WILL  SURELY 
INTEREST  YOE 


It  is  published  for  the  information 
of  the  average  mortal ;  no  dic- 
tionary     of      mechanical 
terms    is    needed  to 
understand    it. 


PUBLISHED  EVERY  THURSDAY 
AT  123-125  TRIBUNE  BUDDING, 

NEW  YORK  CITY. 


$2.00  PER  YEAR. 
10  CENTS  PER  COPY. 


SAMPLE   COPY   DM   APPLICATIfW. 


The  Week's  PatentB. 

095,002.  Bicycle  Pump.  De  Wane  B. 
Smith.  Deerfleld.  N.  Y.  Filed  Feb.  16,  1899. 
Serial  No.  705,646.     (No  model.) 

Claim— 1.  The  combination  in  a  bic.vcle 
pump  of  a  pump  cylinder,  a  pump  toot  or 
support  rigidly  attached  to  the  lower  end  of 
the  cylinder,  a  ri.aid  side  ])ro.iectiug  spout  or 
tube  having  a  do\vn^vardI,y  opening  outlet 
and  an  elastic  washer  or  bushing  arranged 
in  said  outlet  and  adapted  to  engage  the 
valve  nipple,  substantially  as  set  forth. 

695.112.  Cycle  Saddle.  Walter  Brampton, 
Dorridge,  near  Birmingham,  England.  Filed 
Oct.  26,  1901.    Serial  No.  80,095.    (No  model.) 

Claim — In  a  saddle,  a  suitable  supporting 
spring,  a  curved  cantle  plate  connected  to 
the  rear  thei'eof,  a  saddle  leather  secured  to 
the  said  plate  at  its  rear  end  and  to  the 
spring  at  its  front  end,  and  a  second  bar 
curved  substantially  concentric  with  the  can- 
tie  plate  and  secured  solely  to  the  saddle 
leather  in  advance  of  said  plate,  substantial- 
ly as  described. 

695,164.  Bicycle.  Adolph  N.  Miller,  North 
Milwaukee.  Wis.  Filed  Aug.  5.  1901.  Serial 
No.   70,878.      (No   model.) 

Claim— In  a  bicycle,  the  combination  of 
pedal  cranks  and  axle  in  a  single  piece,  and 
provided  with  screw  threads  for  the  interior 
bearing  cones,  a  crank  hanger  having  ex- 
terior l)all  bearing  collars  permanently  se- 
cured therein  and  adapted  to  permit  the  ma- 
nipulation of  the  crank  therethrough:  in- 
terior threaded  bearing  cones  or  collars 
adapted  to  engage  the  screw  threaded  por- 
tion of  the  crank  shaft;  an  annular  capi)ing 
plate  engaged  with  and  covering  the  ends  of 
the  crank  hanger  sleeve;  said  plate  and  in- 
terior bearing  collar  having  interlocking 
projections  and  recesses;  and  means  for  se- 
curing the  annular  plate  in  position. 

695,199.  Air  Pump.  George  W.  Eddy. 
Waterbury.  Conn.,  assignor  to  the  Scovill 
Mfg.  Co.,  Waterbury.  Conn.,  a  corporation 
of  "Connecticut.  Filed  June  1.  1899.  Re- 
newed Jan.  27,  1902.  Serial  No.  91.468.  (No 
model.) 

Claim — 1.  An  air  pump,  having  a  discharge 
tube  of  rigid  material  and  provided  with  a 
coupling  for  connecting  the  same  with  the 
inlet  of  an  object  to  be  inflated,  and  a  yield- 
ing and  detachable  joint  between  the  pump 
and  the  discharge  tube 


1 RADE . 


MARK 


Fauber  Pettection  Hanger 


THE 

DIAMOND 
SQUARE 
CRANK 


Unequaled  in 
any  of  the 
points  which 
make  a  Perfect 
Hanger 

LIGHT 
SIMPLE 
DURABLE 


FAUBER 
MFG.  CO. 

ELGIN,      ILL. 


They 

make  themselves 

heard  in  the  world 


do 


Bevin  Bells 


That's  their  mission. 


Which  reminds  us  that  if  we 
haven't  heard  from  you,  we 
ought  to  do  so  within  the 
course  of  the  next  day  or 
two. 

It's  better  late  than  never, 
you  l<now. 

You  may  be  able  to  worry 
along  without  Bevin  bells, 
toe  clips,  lamp  brackets,  etc  , 
but  we  believe  our  goods  and 
our  prices  will  help  you  get 
along  as  you  should — that  is, 
with  sure  profits  and  with= 
out  the  worry. 

BEVIN  BROS.  MFG.  CO , 

EAST  HAMPTON,  CONN. 
Business  Founded  1832. 


678 


CHAMPION  HUBS 

WHte  for  Complete  Description  and  Prices. 


(light  wbight  racing  model.) 

ALSO  REGULAR  ROAD  HUBS. 
Worthy  of  Their  Name. 


VULCAN     HUBS. 

Cheap  but  Qood  and  Well  Worth  Their  Price. 


I.  A.  WESTON  CO.,    Syracuse,  N.  Y. 

Selling  Agents,  C.  J.  IVEN  &  CO.,  Rochester,  N.  Y. 


HIGH  GRHOE 


wheels  must  have  the 
best  equipments. 

There  ii  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 


MORSE  r5^r  chain 


NOISELESS  IN  nUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Prictlonlcss 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin      Roller.  Fits    regular 

sprockets. 

Send  for  Catalogue  and 
Trade  Price  to 

Morse  Chain  Co..  irumansburgr,  n.  y. 


THE  BICYCLING  WORLD 

WANTS  AND  FOR  SALE. 

1 5  cents  per  line  of  seven  words,  cash  with  order. 


J-t  OR  SALE — Thomas    Motor  Bicycle  in   good 

condition,  $75.    J.  N.  Easi.and,  Gt.  Barring- 
ton,  Mass. 


FOR  SALE-RIM  MACHINERY. 

Complete  outfit  of  Cowdrey  machinery  for 
making  rims  and  guards.  Capacity  300  rims  and 
70  guards  per  day.  Outfit  practically  as  good  as 
new.  A  fine  opportunity  to  get  a  good  outfit 
cheap.  H.  M.  LOUD'S  SONS  CO.,  Au  Sable, 
Mich. 


r  ►♦♦♦♦♦♦♦»♦♦♦♦♦♦♦♦♦♦»♦♦»♦♦ ♦♦J 
nAWD  AND  FOOT  PUMPS,    | 

Oilers,  Repair  Tools, 
Valves,  Name-plates,  etc. 

I  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Waterbury,  Conn. 
Depots :  sio  Lake  St.,  Chicago. 

411  Broome  St.,  New  York 


♦ 

L AAAAAAAA AAAAAAAA AAAAAAA A A A? 


Bicycle  Parts  and  Tubing 

WRITE   US   FOR   PRICES. 

THESTANDARn  Welding  Go. 

ci_eve:i_a.imd,  ohio 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical construciion.nnish  and  materials  used, 
that  it  is  possible  to  produce  Made  in 
one  grade  only,  the  highest.  Handsome 
in appearancejsirrple in  construction;  easy 
and  positive  adjustment.  We  make  the 
most  complete  line  of  bicycle  frame  fil- 
ings and  crank  hangers  on  the  market 
iOur  igo2  prices  are  low.    Write  for  them. 

ARMSTRONG  BROS.  TOOL  CO., Chicago. 


50  BICYCLE  ADS. 

They  are  reproductions  of  Ads  that  have 
brought  us  trade.  Catchy  headlines.  Attractive 
wording.,  Ready  for  the  printer.  They  will  surely 
bring  customers.  Try  them.  Stamps  taken. 
Address  H.  P.  TOWNLEY,  Terre  Haute,  Ind. 


ARNOLD,SCHWINN&CO, 

CHICAGO. 

WORLD  BICYCLES. 

Jobbing  Wheels  a  Specialty. 
LARGEST  INDEPENQENT  MAKERS  iN  THE  COUNTRY. 


Upon  receipt  of  40  cents  in  stamps  we  wilt  mail  one 
dozen  of  the  MAGIC  as  a  sample  trial  to  any  part  of 
U.  S.  A.    Ask  your  jobber  for  it. 


HAS  A  POINT  ONLY  X6IN. DIAMETER. 


Bicycle  salesmen  wanted  to  handle  the'MAQIC'as'a 
side  line. 

THE  MAGIC  REPAIR  TUBE  CO.,  248  LARRABEE  ST.,  CHICAGO,  ILL. 


The  Crosby  Company, 

BUFFALO,    N.   Y., 

Sheet  Metal  Stamping. 


tCbe  H6miral 

THE  ONLY  LAMP  WHICH  BURNS 
EITHER  OIL  OR  GAS. 


...Made  by... 
THE  ADMIRAL  LAHP  CO.,     ■ 


Harysville,  Ohio. 


<'D.  &  J."  HANGERS 


Single, 

Tandem, 

Triplet, 

ABSOLUTELT  THE  BEST     Quad  and 

Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hangar  in  the  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


Schrader  Universal  Valve 


(Trade  Mark,  registered  April  30,  1895.) 


NOTICE. 


Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  the 
obtaining  of 

PARTS  of  the 
Schrader  Universal  Valve, 

I  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99-1,  99-2,  9g-3.  9q-4,  may  be  had  from  all  the  makers, 
or  from  A.  Schradbr's  Son.  Price  Li»t  and  description  of 
partt  sent  on  application.  9B-« 


SIMPLE  AND 
ABSOLUTELY  AIR-TIGHT 


Manufactured  by 


A.  SCHRADER'S  SON. 


Established  1844. 


W^ 


30  and  32  Rose  St., 

NewlYork,  U.  S.  A. 


The  Bicycling  World 

AND  MOTOCYCLE  REVIK^r^ 

^  a    X 

In  which  is  incorporated  "  The  Wheel  and  Cycling  Trade  Revie^r  and'  the  "  ^eaericAa  Cyclist." 


Volume  XLIV. 


"F ^ 

New  York,  U.  S.  A.,  Thursday,  Mali-dh  27,t 


^"^^ 


No.  26 


TO  ARREST  DAVIES 


Aftermath  of  Toronto's  big  Failure— Charged 
With  Obtaining  Credit  on  Padded  Books. 


Reports  come  from  Toronto  that  criminal 
proceedings  have  been  taken  against  H.  P. 
Davies,  vice-president  and  manager  of  the 
American  Tire  Co.,  of  that  city,  at  the  in- 
stance of  the  Quebec  Bank,  the  charge  being 
that  $200  was  obtained  under  false  pretences. 
Civil  proceedings  have  also  been  instituted 
at  the  instance  of  other  banks. 

An  order  was  made  nearly  two  weeks  ago 
for  the  liquidation  of  the  American  Tire 
Co.,  and  E.  R.  C.  Clarkson  was  appointed 
by  the  court  to  conduct  the  concern  during 
the  interim.  Liabilities  at  that  time,  it  is 
said,  Avere  placed  at  $110,000,  but  no  state- 
ment of  assets  has  yet  been  made  public  by 
the  liquidator.  It  developed  after  Mr.  Clark- 
son  took  charge  that  several  local  banks  were 
heavily  involved.  The  interested  banks  took 
civil  proceedings  against  the  president,  B.  M. 
Sparks,  of  Ottawa,  and  the  vice-president 
and  manager,  Mr.  Davies.  The  Molsons 
Bank  issued  a  writ  against  Mr.  Sparks  to 
recover  the  value  of  two  notes  for  $20,000 
and  $11,000,  and  another  monetary  institu- 
tion issued  a  second  writ  against  Sparks  and 
Davies  jointly  for  $14,000. 

In  the  proceedings  the  allegation  is  that 
Davies,  in  order  to  secure  the  accommoda- 
tion he  required,  produced  at  the  bank 
padded  order  sheets,  representing  that  the 
business  of  the  concern  was  greatly  in  ex- 
cess of  the  actual  state  of  trade.  The  re- 
cent investigation  into  the  financial  affairs 
of  the  American  Tire  Co.  has,  it  is  alleged, 
shown  these  statements  to  be  false. 


Here's  Hoping. 

Chicago  mail  order  business  has  received 
what  it  is  to  be  hoped  is  a  serious  setback, 
due  to  the  fact  that  a  lot  of  bicycles  of  that 
ilk  have  been  disposed  of  in  quicli  time. 
Fire  destroyed  the  upper  floors  of  a  building 
on  Wabash  avenue  and  Congress  street,  two 
floors  of  which  were  occupied  by  the  Mead 
Cycle  Co.  The  reports  state  that  the  stock 
of  the  company  was  a  total  loss;  damage, 
$8,000. 


Manager  Beach  Expires  Suddenly. 

'   O 
Nelson   M.   Beach,   treasurer  and   general 

manager  of  the  Bridgeport  Brass  Co.,  \dfed 
suddenly  at  his  home  in  Bridgeport,  Coi\n,^ 
on  Wednesday  of  last  week.  He  was  awa": 
ened  by  an  attack  of  heart  trouble  in  the 
morning  and  died  a  few  minutes  later.  He 
was  born  in  Derby,  Conn.,  forty-eight  years 
ago.  He  went  to  Bridgeport  when  a  boy  and 
entered  the  Bridgeport  Brass  Co.'s  employ  as 
an  oflSce  boy.  At  the  time  of  his  death  he 
was  the  highest  salaried  officer  in  the  cor- 
poration and  perhaps  in  the  city  of  Bridge- 
port. He  leaves  a  wife  and  two  sons.  He 
was  prominent  in  club  cu'cles  and  in 
Masonry. 

Encouraging  the  Road  Hog. 

If  a  bill  which  has  already  passed  Ohio's 
lower  house  ever  becomes  a  law,  the  man 
known  to  bicyclists  as  the  road  hog  will  toe 
in  the  seventh  heaven  of  delight. 

As  passed  by  the  House,  the  bill  requires 
that  persons  riding  bicycles  or  automobiles 
shall  at  least  give  up  two-thirds  of  the  road 
to  vehicles  drawn  by  horses. 

Some  of  the  Ohio  papers  have  taken  up 
the  matter,  and  suggest  that  if  the  member 
who  framed  the  bill  had  ever  ridden  a  bicy- 
cle over  some  of  the  roads  of  that  State  he 
would  want  to  turn  the  bill  around  and 
make  the  driver  of  a  horse  drawn  vehicle 
give  up  two-thirds  of  the  road  to  cyclists. 


Bell  Patent  Annulled. 

Judge  Townsend  has  filed  a  decree  in  the 
United  States  Circuit  Court  in  the  matter 
of  Bevin  Brothers'  Mfg.  Co.,  of  Bristol, 
Conn.,  against  the  Starr  Brothers  Bell  Co., 
also  of  Bristol.  .Tudge  Townsend  rules  that 
the  patent  in  suit  tar  design  for  a  bell,  is- 
sued to  Frederick  A.  Scrauton,  dated  August 
28,  1900,  and  No.  33,142,  is  null  and  void  for 
a  lack  of  patentable  novelty  in  the  subject 
matter  described  and  claimed  therein.  The 
bill  of  complaint  was  dismissed  with  costs 
to  respondent. 


One  Price  Cutter  Less. 

The  Eastern  Wheel  Works,  which  for  sev- 
eral years  maintained  a  pretentious  jobbing 
establishment  at  No.  25  Warren  street,  this 
city,  has  closed  its  doors  and  cried  quits. 
Of  recent  months  cut  prices  appeared  to  be 
its  mainstay. 


jaBBING  MERGER  ON? 


PTve  Bl^^:Mouses  Said   to  be    Concerned— 
But  Tiiey  Make  Diplomatic  Denial. 


my  months  it  has  been  known  that 
strenuous  efforts  were  making  to  get  the 
larger  hardware  jobbers  of  the  country  into 
a  pool  or  combination  of  some  sort.  Of  late 
"merger,"  that  term  which  has  fashionably 
replaced  "trust,"  has  been  used  to  describe 
the  undertaking  which  reports  said  would 
be  capitalized  at  $30,000,000. 

Early  this  week  press  dispatches  from  St. 
Louis  quoted  F.  C.  Simmons,  of  the  Sim- 
mons Hardware  Co.,  as  saying  that  the 
merger  would  in  all  probability  be  consum- 
mated. Five  houses  were  named  as  being 
concerned  in  the  deal,  viz.:  Simmons  Hard- 
ware Co.,  St.  Louis;  Hibbard,  Spencer  Bar- 
tlett  Co.,  Chicago;  Bindley  Hardware  Co., 
Pittsburg;  Supplee  Hardware  Co.,  Philadel- 
phia, and  Bigelow  &  Dowse,  Boston— each 
of  whom  deals  extensively  in  bicycles. 

Inquiries  as  to  the  truth  of  the  report 
bring  what  appear  diplomatically  evasive 
responses. 

Thus,  in  answer  to  the  Bicycling, World's 
query,  Bigelow  &  Dowse  wire:  "Report  is 
uncorrect  and  was  published  without  our 
knowledge  or  consent." 

The  Supplee  Hardware  Co.  replied  to  the 
same  question  in  this  language:  "We  have 
no  knowledge  of  the  consummation  of  any 
pool,  amalgamation  or  combination  of  the 
firms  mentioned." 


Stocks  Reflect  the  Sunshine; 

American  Bicycle  Co.'s  preferred  stock 
touched  19%  on  Tuesday  last,  the  highest 
point  in  many  months.  The  rise  is  attributed 
to  the  outpouring  of  cyclists  on  Sunday  last 
and  to  the  general  renewal  of  cycling  inter- 
est, which  nearly  all  of  the  metropolitan 
papers  are  now  remarking. 


Thomson  Incorporates. 

Rochester,  N.  Y.— The  Robert  Thomson  Co. 
lias  been  incorporated.  This  company  is  to 
deal  in  bicycles,  automobiles  and  sporting 
goods.  The  directors  are:  Robert  Thomson, 
Annie  Thomson  and  Edna  L.  Thomson.  The 
company  is  capitalized  at  $20,000. 


^^l 


THE  BICYCLING  WORLD 


CHANGES  ARE  COMING 


J^lders  Find  There  Are  Novelties  to  be  had- 
Old  Models  Unpopular. 


It  is  only  necessary  to  keep  one's  eyes  open 
to  behold  many  curious  things.  Those  partic- 
ular features  which  niaj^  be  to  the  cycle  as 
the  "mirror  of  fashion  and  the  mold  of  form" 
at  one  time,  may,  a  little  later,  have  become 
quite  pass6.  The  machine  which  has  these 
features  incorporated  in  it  looks  odd;  and  it 
is  au  oddity  that  brings  no  pleasure  to  the 
owner,  instead  of  being  pleased  with  the  in- 
terest taken  in  it,  as  would  have  been  the 
case  at  one  time,  he  is  pained — almost 
ashamed  of  it.  He  is  out  of  fashion.  That 
single  word  sums  it  up  and  includes  a  multi- 
tude of  sins. 

It  was  onlj'  a  few  years  ago  that  excessive- 
ly low  crank  hangers  were  just  "the  thing." 
Riders  who  had  such  machines  were  as 
proud  as  peacocks,  and  those  who  hadn't 
made  haste  to  get  machines  lilvc  them  or  to 
have  their  old  ones  cut  down. 

IJut  now  the  pendulum  has  swung  in  the 
other  direction,  and  the  low  crank  hanger  is 
looked  upon  askance.  One  that  had  a  drop 
that  must  have  been  all  of  3%  inches,  and 
which  was  linked  with  exceedingly  long 
cranks,  was  noticed  going  down  a  popular 
road  the  other  day,  and  it  did  look  queer. 
Even  people  who  would  usually  be  unobserv- 
ant appeared  to  look  at  it  to  see  what  was 
wrong  about  it.  The  rider  himself  seemed 
conscious  and  ill  at  ease.  Yet  the  machine 
was  well  kept,  and  but  for  this  indication 
of  archaicism  would  have  appeared  to  be 
one  of  the  latest  models. 

Riders  no  longer  take  pride  in  tubing  of 
large  diameter.  The  fashion  is  strong  the 
other  way,  and  in  place  of  the  1%-inch  size 
of  the  later  '90s,  the  1-inch  and  smaller  sizes 
are  found  on  the  most  fashionable  machines. 
Many  riders  would,  if  they  possessed  the 
power,  cause  their  frame  tubes  to  shrink  or 
shrivel  at  their  command. 

There  is  not,  of  course,  any  such  keenness 
after  season  changes  as  there  was  during 
the  height  of  the  boom.  Riders  do  not  find 
it  necessary  or  desirable  to  get  new  machines 
every  year,  or  to  apologize  if  they  do  not. 
j.uere  is  no  such  inducement  to  do  so  as  ex- 
isted then;  inducement,  that  is,  in  the  ma- 
chines themselves  owing  to  the  changes 
made  in  them,  or  in  the  avidity  with  which 
ilie  pastime  of  cycling  is  pursued.  Lacking 
this,  it  is  inevitable  that  riders  should  hold 
on  to  their  machines  much  longer  than  they 
once  did. 

But,  on  the  other  hand,  it  is  beginning  to 
look  as  if  the  disinclination  to  change  were 
not  as  strong  as  formerly.  Of  late  years 
many  riders  have  taken  pride  in  the  posses- 
sion of  old  wheels.  Instead  of  concealing 
the  fact,  they  have  paraded  It,  made  a  boast 
of  it.  Tliere  was  no  change,  no  improve- 
ment in  the  new  machines,  they  said.  So 
why  should  they  make  a  change? 


That  feeling  is  passing  away.  There  are 
points  whei'e  the  cycles  of  three  or  four  or 
five  years  ago  are  given  cards  and  spades 
and  a  beating  by  the  newer  models.  A  real- 
ization of  the  fact  is  percolating  through  the 
brains  of  riders,  and  the  result  is  certain  to 
mean  an  increase  in  sales. 


SHOCK  IS  SANGUINE 


Has    Plenty  of    Work— Twenty-Seven  fla- 
chines  Taken  off  the  Shelf. 


Where  the  Bicycles  Went. 

Owing  to  the  manner  in  which  the  gov- 
ernment statistics  are  published  little  satis- 
faction is  obtainable  as  to  the  extent  of  Eu- 
rope's purchases.  Only  the  shipments  to 
Great  Britain,  Germany  and  France  are 
specified,  the  remainder  of  the  Continent  be- 
ing lumped  under  the  head  "Other  Europe." 

To  obtain  the  details  of  the  countries  so 
grouped  requires  considerable  work  at  Wash- 
ington. That  They  are  both  interesting  and 
valuable,  however,  and  that  they  include 
several  large  buyers,  the  dissected  statistics 
of  the  exports  during  1901  disclose,  as  the 
following  figures  attest: 

Austria-Hungary    .?1,2G2 

Azore.s  and  Madeira  Islands 47o 

Belgium     36,034 

Denmark    150,386 

France 209,706 

Germany     227,906 

Greece  1.855 

Italy 5-2,909 

Malta,  Gozo  and  Cyprus  Islands. . .  706 

Netherlands   146,873 

Portugal    1,224 

Russia  on  Baltic  and  White  Seas . .        53,519 

Russia  on  Black  Sea 444 

Spain    4,763 

Sweden  and  Norway 69,199 

Switzerland 6,542 

United    Kingdom 502,163 

Turkey  in  Europe 203 

Total     $1,466,949 

Praise  From  a  Veteran. 

A.  H.  Pomeroy,  Hartford's  veteran  dealer, 
is  one  of  those  who  are  feeling  the  effects  of 
the  renewed  interest  in  and  demand  for  bi- 
cycles, and  who  reflect  the  value  of  a  trade 
paper. 

"I  often  think  that  if  it  had  not  been  for 
The  Bicycling  World  I  would  have  aban- 
doned the  bicycle  business,"  he  says.  "1 
have  been  reading  it  religiously  for  a  goo(J 
many  years.  I  take  it  home  for  Sunday 
reading,  and  its  hopeful  tone  and  helpful  ad- 
vice when  nearly  every  one  and-  every  other 
paper  was  damning  or  deriding  bicycles  and 
the  bicycle  trade  certainly  had  its  effect  on 

me." 

Bevin  Working  Overtime. 

It  is  reported  that  the  Bevin  Bros.'  Mfg. 
Co.,  of  East  Hampton,  Conn.,  has  been 
obliged  to  put  a  night  force  on  the  presses 
to  catch  up  v>'ith  orders  for  bicycle  bells  and 
parts.  

How  Kokomo  Quality  is  Telling 

The  Kokomo  Rubber  Company  are  reaping 
tlio  reward  of  "sticking  everlastingly"  to 
quality.  They  are  doing  the  biggest  business 
in  their  history  in  bicycle  tires. 


It  needed  only  such  a  springlike  day  as 
was  Sunday  to  make  "glorious  summer"  of 
the  cycle  dealer's  winter  of  discontent.  One 
of  those  it  transformed  was  Albert  Shock. 
He  was  encountered  on  Monday  morning  en 
route  to  his  store  in  Brooklyn,  loaded  down 
with  an  armful  of  coaster  brakes  and  other 
things  that  he  needed  in  a  hurry. 

"Twenty  seven  machines  since  Saturday 
have  I  hauled  down  from  the  shelves  where 
they  have  reposed  for  many  months,"  he 
confided. 

"They  were  all  wanted  for  Sunday,  of 
course,"  he  went  on.  "And  I  worked  late 
Saturday  night  and  all  day  yesterday,  do- 
ing the  best  I  could  to  oblige  the  customers 
who  had  suddenly  discovered  that  I  was 
alive  and  in  possession  of  some  of  their  prop- 
erty. A  dirty  job  it  was  to  clean  the  dust 
off  them,  go  over  them  hastily,  pump  up  the 
tires  and  make  sure  that  they  were  ridable. 

"It  does  me  good  to  see  it,  though,  for  all 
everybody  is  in  such  a  confounded  hurry. 
They  can't  wait,  of  course.  The  months  or 
years  they  have  forgotten  these  machines 
only  seem  to  make  them  more  anxious  to 
get  them  out  right  off.  It  is,  'I  must  have 
this  to-day,  Albert,'  and  'You  can  put  me 
ahead  of  some  of  the  others,  I  am  Sure,'  and 
such  blarney  all  the  way  through. 

"Here  for  months  I  have  had  my  hands 
full  of  time  and  mighty  little  work;  now  it's 
all  work  and  no  time  to  do  it  in.  Coaster 
brakes  to  put  on,  and  must  be  done  at  once. 
Why  couldn't  they  have  given  it  to  me  dur- 
ing the  winter? 

"But  that's  always  the  way.  Nothing  to 
do  at  one  time,  and  then  a  rush  that  don't 
give  you  time  to  eat  or  sleep.  But  it's  a 
good  business,  after  all,  and  if  things  only 
turn  out  as  well  as  they  look  now  I  won't 
have  any  kick  coming,"  and  the  old  time 
racing  man  continued  on  his  journey. 


The  Sunny  Side  of  Second-hand  Sales. 

The  Bicycling  World  man  chanced  to  be  in 
the  store  at  the  time  and  heard  the  dealer  try 
to  sell  the  wheelwoman  a  guaranteed  tire  of 
reputable  make.  She  balked  at  the  price, 
however,  and  finally  paid  $1.25  for  a  second 
hand  tire. 

"That's  a  tire  we  took  off  a  wheel  this 
morning,"  the  dealer  said  after  the  woman 
had  left.  "The  man  to  whom  it  belonged 
bought  a  new  one,  and  we  simply  doctored 
the  old  one  with  Neverleak  tire  fluid,  so  we 
just  about  found  $1.  Hear  from  it?  Not  at 
all.  That  is  one  of  the  beauties  of  selling 
second  hand  stuff.  The  people  who  buy  it 
apparently  expect  trouble,  and  if  it  comes 
they  blame  themselves  for  buying  the  old 
truck;  at  any  rate  we  rarely  have  a  kick. 
If  that  was  a  new  tire  and  anything  at  all 
happened  to  it  we'd  hear  from  it  from  the 
beginning  of  the  season  to  the  end." 


THE  BICYCLING  WORLD 


693 


WORCESTER  ONCE  MORE 


Court  Hands  Down   More  Rulings    in  the 
Wearisome  and  interminable  Case. 


In  the  United  States  Circuit  Court  for  the 
District  of  Connecticut  Judge  Townsend  lias 
lianded  down  two  decisions  in  the  case  of  the 
Worcester  Cycle  Mfg.  Co. 

One  was  an  opinion  denying  the  motion 
of  Charles  C.  Goodrich,  trustee,  to  dismiss 
the  petition  in  the  case  of  the  Central  Trust 
Co.  of  New  York  against  the  Worcester  Cycle 
Mfg.  Co  and  others.  The  hearing  in  this 
suit,  which  was  one  of  many  against  the 
cycle  company,  was  on  a  motion  to  dismiss 
the  petition  of  Camille  Weideufeld,  an  ac- 
commodation indorser  of  a  note  held  by  J. 
Burnett  Nash,  who  brought  suit  prior  to  the 
appointment  of  the  receiver  for  the  company 
and  on  Frebruary  8,  1898,  obtained  judgment 
thereon  against  the  defendant.  Afterward 
Nash  obtained  judgment  against  Weidenfeld 
as  indorser  of  the  note  and  Weidenfeld  paid 
the  amount  thereof  to  Nash.  She  is  now 
the  owner  and  holder  of  the  note.  Nash  and 
Weidenfeld  joined  in  the  petition  for  an  or- 
der for  the  payment  to  Nash  as  trustee  of 
certain  moneys  in  the  hands  of  the  special 
master  and  to  grant  to  Nash  leave  to  issue 
execution  against  certain  property  of  the  de- 
fendant in  the  hands  of  the  receiver.  The 
parties  interested  ai'e  given  twenty  days 
from  March  22  in  which  to  file  an  answer. 

On  the  motion  to  approve  the  special  mas- 
ter's decision  in  the  action  brought  against 
the  company  by  the  American  Surety  Co., 
the  judge  said: 

"The  property  in  the  possession  of  the  re- 
ceivers was  sold  by  a  special  master  under 
an  order  of  the  court.  As  to  a  part  of  the 
property  sold,  it  was  impossible  to  tell  how 
much  of  it  was  acquired  by  the  company  be- 
fore and  how  much  after  the  execution  of  the 
mortgage.  This  property  was  included  in  the 
order  of  sale,  and  it  was,  therefore,  stipu- 
lated between  the  surety  company  and  the 
trustee  in  insolvency  that  the  trustee  should 
have  one-half  of  the  gross  proceeds.  At  the 
time  of  the  sale,  counsel  for  the  attaching 
creditors  threatened  to  prevent  the  sale  un- 
less their  rights  were  protected,  and  there- 
upon a  stipulation  was  made  that  the  net 
proceeds  of  the  sale  of  that  portion  of  the 
parcel  claimed  by  the  trustee,  being  oue- 
half  of  such  net  proceeds,  should  remain  sub- 
ject to  the  lien  of  the  attachments  of  any 
of  the  attaching  creditors,  and  if  the  surety 
company  should  purchase  said  first  parcel  it 
should  not  be  required  to  pay  into  court  more 
•than  one-half  of  the  purchase  price." 

Judge  Townsend  orders  that  $3,000,  the 
proceeds  of  one-half  of  the  parcel  in  ques- 
tion, shall  be  charged  with  a  proportionate 
share,  viz.:  3-87th  of  the  $2,170,  and  not  with 
any  part  of  the  remaining  $8,888. 


Kiggs  Arises  to  Remark. 

"Sued?"  said  Frank  C.  Riggs,  of  the  Riggs- 
Spencer  Co.,  when  asked  about  the  patent 
suit  brought  against  his  company.  "Yes,  1 
suppose  the  patent  attorneys  must  have  their 
share  of  the  coaster-brake  business.  We  are 
resting  easily  in  our  minds,  however,  as 
ycu  may  be  sure  we  know  pretty  well  where 
we  are  at  before  going  into  the  manufacture 
of  the  Cinch  to  the  extent  we  have. 

"We  did  not  tumble  into  the  coaster-brake 
business  blindly  in  any  respect,  as  I  believe 
our  competitors  are  beginning  to  realize,  and 
any  one  who  cares  for  patent  litigation  can 
get  all  they  want  before  they  get  through 
with  us.  Our  patent  matters  are  in  the 
hands  of  cue  of  the  most  competent  firms  of 
attorneys  in  the  country,  and  our  stockhold- 
ers are  the  kiud  that  really  enjoy  a  fight. 
Our  customers  need  not  worry,  as  they  may 
expect  us  to  protect  them  if  necessary." 


MOST  MONUMENTAL  FRAUD 


Of  All  F-akes,  This  Tire  is  the  Host  Brazen 
and  Ingenious. 


"THE  LIGHT  FANTASTIC." 


How  Morrow  met  the  Rush. 

In  the  grand  rush  that  swept  the  trade  last 
week  it  was  to  have  been  supposed  that  a 
concern  like  the  Eclipse  Mfg.  Co.,  making 
such  a  popular  and  well  known  article  as  the 
Morrow  coaster  brake,  would  feel  the  effects 
in  a  large  way.  That  they  did  so  a  personal 
line  from  Sales  Manager  Webster  attests. 

"In  the  past  two  days,"  he  writes  under 
date  of  Monday,  "we  received  rush  orders 
for  9,300  Morrows.  We  were  in  shape  to 
meet  the  demand,  however,  and  have  been 
able  to  ship  exactly  8,730  of  the  hubs.  1 
doubt  if  any  one  else  in  the  business  could 
have  so  quickly  answered  such  a  sudden 
call."  

Lovell  Diamonds  In  Old  Settings. 

According  to  advertisements  in  New  Eng- 
land papers,  the  Lovell  Arms  Co.  has  come 
to  life  and  is  again  selling  the  Lovell  Dia- 
mond bicycle,  although  both  "gave  up  the 
ghose"  several  years  since.  These  bicycles 
several  years  since.  The  bicycles  are  being 
sold  on  the  mail-order-get-one-free  plan. 


lu  the  name  of  bicycles  and  things  con- 
nected with  bicycles  many  frauds  and  fakes 
have  been  perpetrated,  but  for  brazen  au- 
daciousness A.  G.  Ibbeken,  the  proprietor  ol 
the  Globe  Cycle  Co.,  in  West  One  hundred 
and  twenty-fourth  street,  this  city,  last  week 
happened  across  a  fake  so  monumental  in 
inception  and  design  as  to  stagger  belief. 

The  fraud  took  the  form  of  a  tire.  It  was 
brought  into  Ibbeken's  store  attached  to  a 
cheap  bicycle.  The  owner  knew  only  that  it 
would  not  hold  air,  and,  like  the  average 
owner  of  a  cheap  mount,  he  did  not  know 
what  was  the  matter  with  it  nor  how  to  get 
at  it. 

It  was  supposed  to  be  a  double  tube  tire 
of  the  laced  type;  at  first  touch  Ibbeken  no- 
ticed only  that  it  was  particularly  boardlike 
for  a  supposed  deflated  tire.  It  appeared  old 
and  "crystallized"  like  a  tire  that  had  been 
long  out  of  use.  As  it  refused  to  hold  air 
Ibbeken  ripped  it  off  the  wheel,  and  for  the 
Uioment  could  scarce  believe  his  eyes.  The 
tire  contained  a  cheap  inner  tube  all  right 
enough,  but  the  outer  cover  was  of  paper 
covered  with  muslin  which  was  glued  to  the 
paper,  the  whole  being  painted  or  solutioned 
a  slate  or  "tire  color."  The  paper  is  of  fairly 
stiff  cardboard  cut  into  sections  the  length  of 
the  tire,  two  sets  of  sections  being  employed, 
the  outer  set  overlapping  the  inner  to  break 
joints,  the  edges  are  serrated  and  interlock 
after  a  fashion,  thus  forming  a  tube,  and 
the  fakir,  whoever  he  was,  was  so  sparing 
of  muslin  that  it  covered  only  that  portion 
of  the  "tire"  which  was  visible;  the  portion 
next  to  the  rim  showed  the  bare  paper. 

Where  it  came  from  the  owner  did  not 
know. 

"But  you  should  have  heard  him  swear!" 
was  Ibbeken's  comment. 

The  fraud  seems  so  ridiculous  as  to  appear 
incredible,  but  The  Bicycling  World  saw  the 
"tire"  and  carried  away  a  section  as  a  souve- 
nir.   It  shows  that  it  had  seen  use. 


The  Rewards  of  Quality. 

"Six  hundred  orders  for  Persons  saddles  on 
Saturday,  1,265  on  Monday,"  is  the  word 
that  comes  from  the  Persons  Mfg.  Co.  "Such 
concerns  as  the  George  N.  Pierce  Co.,  the 
American  Cycle  Mfg.  Co.  and  the  National 
Cycle  Mfg.  Co.  have  already  taken  more 
than  their  contracts  call  for,  and  the  best  of 
the  season  is  yet  before  them,"  adds  Mr. 
Persons.  

First  Coaster  Brake  Patent. 

While  their  Phoenix  bicycle  is  well  remem- 
bered, few  are  aware  that  D.  C.  Stover  and 
W.  A.  Hance,  of  Freeport,  111.,  were  the  first 
American  patentees  of  a  coaster  brake.  It 
bears  date  December  4,  1889,  and  is  num- 
bered 418,142. 


694 


THE  BICYCLING  WORLD 


'*Lest  You  Forget" 

Fisk  Tires 


are  the  highest  grade. 


They  are  full  of  life  and  speed,  desirable  and  easy  of  repair. 
Specify  them  on  your  new  wheels. 
Buy  them  for  your  repair  department. 

REMEiVlBER  WHEN 

*^You  buy  the  FISK  you  run  no  RISK." 


FISK  RUBBER  COMPANY,  Chicopee  Falls,  Mass. 

BRANCHES: 

BOSTON,  SPRINQFIELD,  NEW  YORK,  PHILADELPHIA,  SYRACUSE, 

604  Atlantic  Ave.  40  DwiKht  St.  83  Chambers  St.  916  Arch  St.  423  So.  Clinton  St. 

BUFFALO,  DETROIT,  CHICAQO,  SAN  FRANCISCO, 

28  W.  Qenesce  St.  262  Jefferson  Avcl  54  State  St.  114  Second  St. 


THE  BICYCLING  WORLD 


695 


FOUNDED 

^ncJ/#T0CYCLE  REVIEW^^ 

In  which  is  Incorporated 
.ue  Wheel"  and  the  "American  Cyclist." 


Published  Every  Thursday 

By 

THE  GO0OMHN  eOMPHNY, 

123=12S  Tribune  Building. 

(154  Nassau  Street) 

NEW  Y0RK,  N.  Y. 


TELEPHONE,  2652   JOHN. 


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Entered  as   second-class  matter  at  the  New  York,  N.  Y.. 
Post  Office,  September,  1900. 


General  Agents :  The  American  News  Co.,  New  York  City 
and  its  branches. 

l^P*  Change  of  advertisements  is  not  guaranteed  unless  copy 
therefor  is  in  hand  on  SATURDAY  preceding  the  date  o£ 
publication. 

15^°"  Members  of  the  trade  are  invited  and  are  at  all  times 
welcome  to  make  our  office  their  headquarters  while  in  New 
York ;  our  facilities  and  information  will  be  at  their  command. 

To  Facilitate  Platters  Our  Patrons  Should 
Address  us  at  P.  0.  Box  649. 

New  York,  March  27,  1902. 

Smiles  Replace  5ighs. 

If  the  cycle  trade  has  had  cause  for  sighs 
the  sighs  are  forgotten,  for  the  nonce  at  any 
rate.  Instead  a  gladsome  and  growing  smile 
pervades  the  cycling  countenance. 

Two  days  of  glorious,  springlike  weather 
preceding  a  glorious  Sunday  and  two  more 
of  like  sort  succeeding  that  day  sent  spirits 
and  business  to  the  bubbling  point,  and,  with 
tlie  weather  still  holding  true  and  promising 
to  hold  true,  they  are  still  rising. 

The  feeling  that  has  been  "in  the  air"  for 
months  and  that  has  been  substantially  re- 
flected in  the  order  books  of  manufacturers 
and  jobbers  took  tangible  form.  It  may  be 
too  much  and  too  soon  to  say  that  a  "new 
boom"  is  on,  but  if  ever  the  Eastern  trade 
has  had  anything  like  unto  a  "boom  week" 
during  recent  years  it  has  been  crowded  into 
the  last  few  days,  and  "the  joy  reigns  un- 
confined."  The  effect  is  visioie  on  the  roads. 
Its  very  force  is  carrying  doubters  and  hesi- 
tants  with  it.  The  metropolitan  press,  the 
tone  and  attitude  of  which  do  so  much 
to  influence  the  tone  and  attitude  of  the  coun- 


try, has  caught  the  spirit  and  the  bicycle  is 
in  a  fair  way  of  being  rehabilitated  in  its 
graces.  Let  these  utterances  of  the  New 
York  dailies  bearing  on  Sunday's  outpouring 
speak  for  themselves: 

Tribune:  The  promised  revival  of  general 
interest  in  cycling  arrived  in  this  district  yes- 
terday with  a  suddenness  and  thoroughness 
which  will  send  the  scoffers  to  obscurity. 
Evex-ywhere  within  fifty  miles  of  the  city  the 
bicycle  was  much  in  evidence  and  happy 
faced  wheelmen  scurried  along  the  roads, 
breathing  the  fresh  air  and  enjoying  the 
bright  sunshine  as  some  of  them  have  not 
done  before  in  the  last  year  or  two.  Wheel- 
men met  on  the  popular  boulevards,  com- 
pared notes,  remarked  about  how  many  rid- 
ers they  had  seen  in  the  day,  expressed  as- 
tonishment, and  then  rode  on  their  respective 
ways.  It  was  an  ideal  day  for  wheelmen, 
and,  according  to  veteran  riders,  the  outpour- 
ing of  riders  was  greater  than  has  been  the 
case  on  any  single-  day  not  only  for  the  last 
year,  but  for  the  last  two  years.  .  .  .  But 
the  throng  of  the  day  was  to  be  found  on  the 
ever  popular  Coney  Island  cycle  paths.  The 
outpouring  in  the  morning  was  large,  and 
there  was  a  continuous  stream  of  wheels  to 
be  seen  between  Prospect  Park  and  Coney 
Island  in  the  afternoon.  The  hotel  keepers 
and  tlie  racks  at  the  various  roadhouses  felt 
and  showed  more  wheeling  activity  than  has 
been  the  case  in  a  long  time. 

World:  Everybody  has  heard  talk  of  the 
decadence  of  wlieeling  as  a  pastime.  "The 
craze  is  over,"  was  heard  on  all  sides.  Won- 
der what  the  person  who  believed  this 
thought  yesterday,  when  he  saw  all  the  prin- 
cipal ridable  thoroughfares  crowded  by  silent 
steeds.  "Loolis  very  much  as  if  the  sport 
will  regain  its  popularity  in  short  order,"  is 
just  about  what  passed  through  his  mind. 
In  some  sections  hereabouts  it  seemed  as  if 
everybody  with  a  wheel  or  a  "truck"  found 
it  out. 

Sun:  Good  and  sufficient  cause  was  to  be 
found  on  the  highways  yesterday  for  a 
chuckle  and  "I  told  you  so"  on  the  part  of 
those  who  have  been  predicting  a  revival  of 
cycling.  All  roads  were  wheeling  roads,  and 
the  crowd  out  was  as  big  as  ever  it  was  on 
a  balmy  Susday  in  the  halcyon  days  of  a 
few  years  back.  "If  it's  like  this  now,  what 
will  it  be  later?"  was  a  query  often  ex- 
changed by  riders.  There  were  plenty  of 
new  wheels  out,  many  women,  a  few  tan- 
dems, a  number  of  club  companies  and  the 
inevitable  hordes  of  the  small  boy  flaunting 
impudent  independence  and  intrepidity. 

Of  course,  we  know  well  that  one 
swallow  does  not  make  a  summer  and  that 
a  season's  results  are  not  measured  by  the 
sales  of  a  single  week,  and  it  is  not  our 
desire  to  exaggerate  or  attempt  painting 
the  lily.  But  we  do  know  that  the  man 
who  starts  hopefully,  confidently  and  well 
and  with  buoyant  spirits,  and  the  trade 
that  opens  a  season's  business  auspi- 
ciously   is    more    apt    to    effect    better    re- 


sults and  to  "win  out"  than  those  that  set 
out  under  other  conditions.  The  cycle  trade 
has  had  a  good  beginning— an  uncommonly 
good  one.  It  is  just  cause  if  not  for  general 
jubilation,  then  for  general  exhilaration,  and 
such  exhilaration  following  a  year  of  doubt 
and  depression  is  worth  that  which  returns 
in  money,  but  which  money  cannot  buy. 
May  the  good  work  go  on! 


Striking  the  Iron  While  Hot. 

Now  that  the  public  is  impressed,  and  is 
being  impressed,  with  the  fact  that  cycling 
has  revived  and  that  something  in  the  nature 
of  a  "new  boom"  Is  on,  there  was  never  a 
time  when  advertising  aggressiveness  prom- 
ised better  results. 

If  the  trade  generally,  makers  and  dealers 
alike,  will  but  realize  it,  the  time  is  ripe  to 
drive  home  and  rivet  firmly  in  the  public 
mind  that  "the  bicycle  is  itself  again." 

No  mincing,  insignificant  or  half-hearted 
effort  will  serve.  The  iron  is  hot,  and  it  is 
time  to  strike  it  sledge  hammer  blows. 

Two  or  three  big,  bold,  straight-from-the- 
shoulder  half  pages  or  quarter  page  ads.  in 
the  local  papers  throughout  the  country  will 
carry  conviction  with  them.  They  will  create 
an  impression  and  exert  an  influence  that  is 
beyond  price  and  that  no  amount  of  "store 
talk"  can  or  will  begin  to  equal. 

In  spring  the  fancy  turns  to  thoughts  of 
cycling.  There  was  never  a  spring  when 
more  fancies  were  turned  that  way.  Thei'e 
was  never  a  time,  during  recent  years  at 
least,  when  it  was  possible  to  turn  so  much 
fancy  into  so  much  fact.  It  affords  an  oppor- 
tunity such  as  no  wideawake  and  progressive 
maker  or  dealer  should  suffer  to  pass.  It  is 
one  of  those  times  in  the  affairs  of  men  of 
which  it  has  been  writ  "lead  on  to  fortune." 

It  is  the  time  to  strike  out— the  time  to 
"take  a  chance."  "Nothing  venture,  nothing 
gain,"  is  the  proverb  that  applies. 

We  say  "plunge,"  "splurge"  or  by  whatever 
term  you  care  to  employ,  advertise  big  and 
boldly  and  do  it  now,  even  though  you  must 
needs  retrench  later  in  the  year.  The  public 
mind  is  now  filled  with  the  "revival  of  cy- 
cling"; it  is  plastic,  it  is  impressionable,  it  is 
in  a  receptive  state.  See,  therefore,  that  it 
receives  the  impression  you  would  have  it 
receive.  A  few  weeks  hence  and  the  same 
mind  will  become  set  or  hardened  and  as- 
sume the  usual  I'll-put-it-off-until-next-year 
condition. 

There  is  no  use  deceiving  yourself  with  the 
idea  that  an  inch  ad.  or  a  two  or  three  inch 
one  will  serve  the  purpose.  The  very  size 
of  the  ad.  will  exert  an  influence  that  is  of 


696 

vital  importance  and  value.  What  it  says 
must  likewise  be  considered. 

On  another  page  we  print  a  few  sugges- 
tions to  that  end.  They  are  capable  of 
contraction  or  expansion  at  will,  but  they 
convey  the  germ  of  the  idea  which  we  be- 
lieve should  be  uppermost— that  a  "new 
boom"  or  revival  is  on,  but,  unlike  the  old 
boom,  it  is  an  intelligent  revival,  founded 
not  on  a  "craze"  or  fashion,  but  on  the  in- 
trinsic merit  of  the  bicycle  and  the  delights 
and  benefits  that  it  holds  for  mankind. 

Use  those  ideas,  if  you  will,  but  use  some 
ideas  at  any  rate,  and  don't  hesitate.  The 
man  who  hesitates  may  not  be  lost,  but  lie 
will  lose  that  which  may  never  return  to 
him. 


The  Process  of  Perfection. 

It  is  observed  of  nearly  all  new  things,  and 
generally  with  some  truth,  that  it  takes  time 
to  bring  them  to  a  state  of  even  approximate 
perfection.  Sometimes  years  elapse  while 
this  process  is  going  on,  and  the  betterment 
is  so  gradual  that  its  completion  comes  with- 
out exciting  siUT»rise,  and  frequently  is  al- 
most unnoticed. 

Some  of  the  1902  machines  which  we  have 
examined  bear  out  these  remarks  in  au  un- 
usual degree. 

A  good  example  is  found  in  the  chaiyless 
models  of  a  number  of  concerns.  In  smooth- 
ness of  running  they  equal  the  best  chain 
wheels;  in  noiselessness  they  excel  the  lat- 
ter; and  in  ease  of  running  there  is,  appa- 
rently, little  to  choose  from  in  respect  to 
either. 

The  imperfections  that  were  noticed  in  the 
early  machines— the  purring  of  the  gears, 
which  was  accepted  almost  as  a  matter  of 
course;  the  tendency  of  the  gears  to  bind 
slightly  if  the  rider  "jumped"  on  the  pedals 
too  fiercely— have  disappeared  completely. 

A  like  improvement  has  taken  place  in 
many,  perhaps  most,  of  the  coaster  brakes. 

The  most  carefully  designed  and  con- 
structed ball  bearing— the  outgrowth  of  well- 
nigh  twenty  years  of  successful  use— is  not 
more  perfect. 

Coasting,  the  wheel,  freed  from  the  chain 
and  sprockets,  runs  without  the  slightest 
hint  of  the  complicated  mechanism  that  is 
contained  in  the  hub.  Braking,  the  friction 
appliances  work  effectively  yet  noiselessly 
and  without  perceptible  jar. 

Insensibly  we  forget  the  shortcomings  we 
om-e  had  to  contend  with,  and  take  quite 
as  a  matter  of  course  the  wonderfully  im- 
proved devices  that  come  into  our  hands  at 
a  later  period. 


THE  BICYCLING  WORLD 

But  if  we  were  deprived  of  the  latter  for 
even  for  a  short  time  we  would  quickly  see 
the  difference. 


Converting  the  Sceptical. 

When  the  pneumatic  tire  was  yet  in  its  in- 
fancy, and  it  was  receiving  more  cuffs  than 
embraces,  the  surest  way  to  win  a  cyclist 
over  to  it  was  to  give  him  a  ride  on  a  ma- 
chine fitted  with  it.  A  little  later,  it  was 
said,  and  with  perfect  truth,  that  the  only 
way  for  a  pneumaticphobe  to  retain  his  dis- 
like for  the  air  tire  was  to  never  try  it.  One 
ride  was  almost  certain  to  transform  him 
from  a  hater  to  a  lover  of  the  tire. 

The  time  is  coming  when  it  is  going  to  be 
the  same  way  with  the  motor  bicycle.  The 
most  enthusiastic  praisers  of  this  machine 
are  those  who  have  ridden  it  and  know 
whereof  they  speak.  Conversely,  those  who 
declaim  most  loudly  against  it  are  the  very 
ones  who  have  not  tried  it,  and  who  conse- 
quently do  not  know  their  book.  To  them 
the  motor  bicycle  is  a  creature  of  imagina- 
tion—a big,  heavy,  clumsy,  dirty,  ill  smell- 
ing, unreliable  thing  that  is  always  giving 
trouble  and  rarely  giving  pleasure. 

This  conception  is  largely  a  creature  of 
the  imagination,  of  course.  Some  of  the 
evils  complained  of  vanish  upon  acquaint- 
ance. It  will  then  be  seen  that  the  rider  is 
quite  unconscious  of  the  dreadful  thing  he 
embraces  when  he  mounts  a  motor  bicycle. 

As  to  the  unreliability  of  the  machine  and 
the  trouble  it  gives,  that,  too,  is  magnified  by 
the  non-user.  He  seizes  upon  the  slightest 
mishap,  exaggerates  it  and  persuades  him- 
self that  it  is  the  rule  and  not  the  exception 
for  such  things  to  happen.  And,  reasoning 
erroneously,  he  builds  up  a  foundation  of 
calamity  that  is  frequently  entirely  mislead- 
ing. 

But  even  if  this  fancied  picture  were  a 
true  one,  there  is  no  reason  for  despair. 
Troubles  have  not  always  been  unknown  to 
bicycle  riders,  and  need  not  frighten  them  at 
this  late  day. 

Putting  aside  the  saying  that  ti'ouble  adds 
spice  to  the  enjoyment  of  a  thing,  it  is  in- 
disputable that  comparatively  few  riders  will 
abstain  from  motor  cycling  for  the  present 
just  because  the  motor  bicycle  is  not  yet 
perfected.  They  have  only  to  taste  the  de- 
lights of  the  new  pastime — or  this  branch  of 
the  good  old  one — to  plunge  in,  resolved  to 
take  the  bad  along  with  the  good.  What 
matter  a  few  mishaps  while  experience  is 
being  acquired,  and  while  along  with  it 
goes  a  greater  pleasure  than  even  the  most 
ardent  cyclist  has  yet  known  ? 


Had  a  hold  off  policy— a  waiting  fer  pel'- 
fection— prevailed  in  the  past  the  pastime 
would  have  been  in  a  deplorable  condition. 
High  wheels  might  still  be  ridden  by  a 
venturesome  few,  or  solid  tires  or  sixty 
pound  machines.  But  they  had  their  day, 
and  their  successors  were  in  time  perfected. 


-i 


Men  who  Will  Earn  Profits. 

For  nearly  three  years  The  Bicycling 
World  has  pointed  out  to  dealers  the  impor- 
tance of  getting  in  touch  with  the  motor  bi- 
cycle. Many  took  the  advice,  but  the  ma- 
jority let  the  matter  slide,  under  the  impres- 
sion that  there  was  nothing  in  it.  Now  that 
a  start  in  motocycling  has  been  made  the 
latter  will  be  unprepared  to  cater  for  moto- 
cyclists,  and  the  wise  ones  who  took  time  by 
the  forelock  will  secure  the  cream  of  the 
business. 

The  public  will  not  deal  with  men  who 
have  manifestly  no  experience,  and  who  can- 
not advise  or  help  them  in  their  troubles.  It 
is,  therefore,  absolutely  essential  that  agents 
who  wish  to  secure  a  share  of  this  business 
should  ride  motor  bicycles  themselves,  and 
so  learn  by  the  only  way  possible— that  is, 
practical  experience. 

A  season's  experience  of  this  kind  will 
make  them  pretty  well  conversant  with  the 
subject,  and  will  give  them  a  chance  of  do- 
ing trade,  even  though  competitors  may  have 
got  ahead  of  them. 

Sooner  or  later  the  trade  will  be  a  large, 
one,  and  no  agent  can  rely  on  being  able  to 
retain  his  customers,  even  although  they 
may  have  been  dealing  with  him  for  years, 
if  he  is  not  able  to  assist  them  in  this  mat- 
ter. 


The  Saddles  In  the  Ascendency. 

As  The  Bicycling  World  early  prophesied 
would  be  the  case,  the  hammock,  or  sus- 
pension, type  of  saddle  is  proving  the  saddle 
of  the  year. 

Its  rising  popularity,  though  long  delayed, 
is  richly  merited,  and  is  but  another  sign  of 
the  return  of  cycling  common  sense. 

There  is  this,  however,  to  be  said:  A  good 
hammock  saddle  is  a  comfort  and  joy,  a  poor 
one  an  abomination.  Both  ai-e  on  the  mar- 
ket, but  there  is  small  excuse  for  the  man 
who  selects  the  latter.  We  can  call  up  noth- 
ing that  so  plainly  beti'ays  its  "cheapness" 
and  lack  of  quality  as  a  poor  saddle  of  the 
suspension  type. 

The  line  between  the  good  and  the  bad  is 
so  distinct  that  a  blind  man  can  almost  see 
it.  But,  sad  to  tell,  there  are  soine  mighty 
poor  ones  on  some  mighty  good  wheels. 


THE  BICYCLING  WORLD 


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698 


REFUTING  A  CALUMNY 


Lowell  Editor  Severely  Scored  for  Unjust 
Attack — Cycling  Still  Flourishes. 


There's  a  nice  how-d'ye-do  in  the  old  Bay- 
State,  and  all  about  the  bicycle.  Has  it  really 
gone,  never  to  return,  was  it  a  bad  thing 
wliile  the  craze  existed,  and  is  its  supposed 
demise  a  cause  for  thankfulness?  These 
views,  held  by  one  Lowell  paper,  and  openly 
expressed,  have  aroused  a  storm  of  protests 
and  involved  the  offending  journal  in  a  se- 
ries of  controversies  that  will  last  it  for  a 
long-  time. 

The  article  which  caused  all  the  trouble 
appeared  in  the  Lowell  News.  The  append- 
ed extracts  will  show  the  wild  and  quite  in- 
defensible assertions  the  editor  has  been  be- 
trayed into: 

"It  seems  a  long  time  ago  Avhen  the  talk 
was  all  about  the  wheel,  but  this  year  there 
is  no  talk  at  all.  The  dealers  are  not  going 
to  advertise  the  bicycle,  because  there  will 
not  be  any  demand  for  them.  The  man  who 
appears  out  in  the  public  streets  nowadays 
is  looked  very  much  as  a  freak,  and  the  wom- 
an who  would  have  the  hardihood  to  appear 
out  in  one  of  those  costumes  that  were  the 
vogue  but  a  season  or  two  ago  would  run  the 
risk  of  being  hooted  to  her  home,  if  the  po- 
lice didn't  gather  her  in. 

"Never  did  a  fad  so  popular  as  wheeling 
was  go  out  ^0  quickly;  and  it  has  gone 
never  to  return.  Most  of  the  factories  that 
turned  out  bicycles  have  been  converted  into 
typewriter  factories  or  some  such  virtuous 
employment. 

"The  departure  of  the  bicycle  should  not  be 
regretted.  For  certain  uses  it  may  be  in 
demand  for  a  season  or  two  longer,  but  its 
opportunity  for  harm  to  the  morals  of  every 
community  where  its  use  had  got  to  the  fad 
stage  is  gone.  And  the  bicycle  did  bring 
about  a  great  deal  of  harm  by  inducing  all 
kinds  of  mixed  company  along  the  country 
roads  and  other  quiet  places  after  dark.  It 
has  been  charged  that  the  wave  of  crime 
that  has  broken  out  all  over  the  country  has 
had  its  origin  traced  to  the  bicycle  excur- 
sions of  a  few  years  ago.  We  do  not  know 
that  there  are  young  persons  who  can  trace 
their  downfall  to  the  license  allowed  to  them 
while  they  were  out  bicycling.  So,  good  rid- 
ance  to  the  bicycle.  May  it  never  come  back!" 
The  tu-ade  led  the  Salem  News  to  take  up 
the  cudgels  in  behalf  of  the  much  maligned 
bicycle,  and,  as  will  be  seen,  it  counters  in 
effective  fashion: 

"Tnily,  a  marked  difference  is  to  be  ob- 
served between  the  status  of  the  bicycle 
trade  at  present  and  that  of  a  few  years  ago. 
But  in  casting  about  for  the  primal  cause  of 
the  decline,  especially  so  far  as  that  decline 
bears  upon  the  use  of  the  wheel  for  mere 
pleasure  riding,  so  called,  the  interested  ob- 
server must  look,  we  think,  beyond  the  fick- 
leness of  popular  patronage  or  the  immor- 
ality factor  to  which  our  contemporary  has 
referred. 


THE  BICYCLING  WORLD 

"The  fact  is  now  generally  conceded  that 
there  is  no  agency  more  responsible  for  the 
diminution  of  the  bicycle  in  public  favor  than 
the  bicycle  trust  itself.  Immediately  the 
combination  had  been  effected  whereby  pri- 
vate enterprise  in  this  quarter  of  indus- 
try was  practically  stifled,  the  trust  mag- 
nates set  about  those  economies  which  are 
generally  to  be  counted  upon,  not  so  much 
for  the  sake  of  relieving  the  customers  as 
for  the  profit  of  the  trust. 

"But  there  are  wise  economies  as  there 
are  also  injurious  economies.  The  trust,  as 
things  turned  out,  elected  upon  the  latter. 
In  the  aggregate  a  vast  amount  of  money 
was  annually  devoted  to  advertising  of  bicy- 
cles. This  meant,  of  course,  corresponding 
attention  to  the  bicycle  field  and  to  affairs 
that  appertained  to  the  sport  or  diversion  or 
whatever  one  may  term  it.  With  the  produc- 
tion of  bicycles  in  their  own  hands,  the  trust 
managers  imagined  they  saw  a  glorious  op- 
portunity to  effect  a  tremendous  saving, 
while  teaching  an  object  lesson  to  the  com- 
panies that  had  been  so  liberally  patroniz- 
ing printers'  ink,  by  cutting  off  the  adver- 
tising item. 

"There  is  not  the  slightest  doubt  that  the 
trust  managed  to  effect  a  saving,  and  a  huge 
one,  for  a  while,  but  at  what  a  blow  to 
the  industi-y!  Public  indifference  quickly 
made  itself  manifest.  The  various  organiza- 
tions, big  and  little,  soon  felt  the  effect  of 
the  rapidly  increasing  defections  from  mem- 
bership. The  papers  and  magazines  that  had 
accorded  liberal  space  to  the  presentation 
of  bicycle  features  were  not  blind  to  the 
change,  and  space  thus  utilized  was  given 
over  to  other  matters.  Dry  rot  set  in,  and 
in  spite  of  itself  the  bicycle  trust  saw  busi- 
ness slipping  steadily  through  its  fingers— 
those  fingers  which  had  been  wound  so  tight- 
ly, as  it  was  presumed,  around  the  pocket- 
books  of  the  bicycle  public. 

"We  have  not  the  time  to  elaborate  upon 
the  exhibition,  but  it  will  sufiice  to  say  that 
if  any  evidence  were  needed  to  convince  the 
skeptic  of  the  dependence  which  now  must 
be  placed  upon  advertising,  properly  con- 
ceived and  judiciously  handled,  the  bicycle 
trust  has  made  a  very  thorough  demonstra- 
tion, and  the  lesson  thus  taught  will  not  soon 
be  forgotten. 

"As  for  charging  up  a  grievous  volume  of 
immorality  to  the  bicycle,  it  is  easy  indeed 
to  exaggerate.  For  our  own  part,  we  do  not 
hesitate  to  express  the  conviction  that  the 
Lowell  News  has  greatly  magnified  this  fea- 
ture. 

"It  goes  without  saying  that  a  proportion 
of  the  people  who  turned  to  the  bicycle  for 
the  mere  riding  contributed  alike  to  moral 
demoralization  and  scandal.  But  in  propor- 
tion to  the  great  mass  of  riders,  this  particu- 
lar representation  was  small  indeed.  Fad 
though  bicycle  riding  has  been,  there  is  yet 
a  big  and  a  wide  field  for  the  employment 
of  the  wheel  for  practical  purposes.  A  legion 
of  riders  will  therefore  continue  to  utilize 
the  agency  thus  afforded  for  speedy  and  at 
the  same  time  economical  and  pleasureable 
commimication. 


"It  is  too  early  to  say  goodby  to  the  bicy- 
cle, for  its  grip  upon  general  favor  is  yet 
firm,  and  there  is  no  telling  when  it  will 
finally  be  relaxed." 

Other  Massachusetts  papers  have  hastened 
to  take  part  in  the  fray.  The  Lawrence 
Eagle,  for  example,  pays  its  respects  to  the 
Lowell  paper  in  this  fashion: 

"Now,  we  do  not  pretend 'to  know  the  full 
condition  of  affairs  in  Lowell,  but  for  a  gen- 
eral statement  the  above  is  far  too  sweep- 
ing. The  bicycle  is  far  from  being  a  thing 
of  the  past,  as  is  fittingly  illustrated  by  the 
large  number  of  wheels  seen  on  the  streets 
at  this  very  early  part  of  the  season.  It  is 
true  that  the  number  of  wheels  sold  at  pres- 
ent is  smaller  than  was  the  case  some  ten 
years  ago,  and  the  place  of  the  bicycle  has 
also  changed  somewhat.  It  is  no  longer  used" 
for  pleasure  riding  so  much,  but  in  business 
it  is  used  to  a  far  greater  extent. 

"As  for  the  argument  that  a  wave  of  crime 
was  caused  by  the  bicycle  and  that  many 
young  people  owe  their  downfall  to  the  bicy- 
cle, that  is  all  bosh.  Crime  may  have  been 
facilitated  by  the  bicycle,  but  the  same 
charge  can  be  brought  against  every  im- 
provement in  transportation  that  has  been 
made  during  the  last  twenty  years.  If  the 
bicycle  is  to  bear  tlie  blame,  the  electric 
street  railways,  the  ever  increasing  number 
of  pleasure  resorts  and  even  tlie  livery  sta- 
bles, which  so  freely  let  equipages,  should 
also  bear  a  share. 

"It  is  safe  to  say  that  the  editor  of  the 
Lowell  News  never  has  been  a  bicycle  rider, 
for  had  the  case  been  otherwise  he  would 
not  have  taken  such  a  ridiculous  view  of  the 
situation." 

Then  the  Brockton  Times  and  the  Ncw- 
buryport  News  relieve  their  minds.  Says 
the  first: 

"It  may  be  true,  as  the  papers  are  saying, 
that  the  bicycle  has  passed,  but  the  interest- 
ing advertisements  of  the  Brockton  bicycie 
dealers  that  appear  in  the  Times  show  that 
the  trade  is  still  prosperous  in  this  city,  and 
that  there  is  a  legitimate  use  of  the  wheel 
that  is  a  permanent  feature." 

The  Newburyport  journal  is  but  little  be- 
hind its  contemporary  of  the  Shoe  City,  for 
it  remarks: 

"The  Lowell  News  speaks  of  the  departure 
of  the  bicycle,  as  if  the  vehicle  was  some- 
thing of  the  past.  We  did  not  know  the  bicy- 
cle had  departed,  and  do  not  believe  that  it 
has,  though  it  is  not  used  as  much  for  pleas- 
xu-eing  as  it  has  been  in  the  past.  It  has 
its  solid,  practical  uses,  and  will  be  a  means 
of  convenience  for  a  long  time  to  come." 

The  symposium  is  well  closed  by  another 
Lowell  paper— the  Sun— which  says  that  the 
local  bicycle  stores,  even  this  early,  are 
thronged  with  actual  and  prospective  pur- 
chasers. 

From  all  of  which  it  is  pretty  evident  that, 
(1)  cycling  is  not  dead  in  Eastern  Massachu- 
setts; and,  (2)  that  the  papers  of  that  popu- 
lous section  are  quite  able  to  defend  the  pas- 
time when  such  attacks  as  that  of  the  Lowell 
News  are  made  upon  it 


THE  BICYCLING  WORLD 


699 


DIRECT  CONNECTED 


How  one  Designer  has  Combined  the  Inlet 
Valve  With  a  Pulverizing  Mixer. 


A  combination  of  the  pulverizing  type  of 
carburetter  and  the  mixing  valve  is  a  con- 
struction that  more  than  one  motor  bicycle 
designer  has  had  in  mind  as  a  possible  re- 
finement. An  Englishman,  A.  Gower  by 
name,  has  designed  a  carburetter  of  this 
kind,  the  details  of  vphich  are  shown  in  the 
accompanying  illustratioii. 

The  device  consists  of  a  casing  within 
which  the  inlet  valve  moves  and  seats  at  the 
lower  end.  Just  above  the  inlet  valve  a 
series  of  perforated  diaphragms  are  arranged 
and  adapted  to  act  as  baffles  atomizers.  At» 
the  upper  end  of  the  valve  stem  a  small  V 
needle  valve  is  inserted  so  as  to  slide  axially 
therein,  it  being  kept  in  an  outward  position 
by  a  small  spiral  spring,  its  range  of  move- 
ment being  controlled  by  a  slot  in  the  steam 
of  the  inlet  valve  upon  the  uppermost  di- 
phragm.  The  inlet  valve  is  kept  closed  by  a 
spiral  spring  jutside  the  valve  stem. 

Just  above  the  needle  valve  is  a  valve  seat 
formed  at  the  end  of  the  pipe  connection  to 
the  gasolene  tank.  This  seating  is  made 
adjustable  to  and  from  the  needle  valve,  so 
that  by  the  action  of  the  spring  the  needle 
valve  may  be  timed  to  open  more  or  less 
later  than  the  inlet  valve,  in  order  to  regu- 
late the  character  of  the  explosive  mixture. 

At  the  upper  part  of  the  casing  a  perforated 
cap  is  fitted,  and  above  this  cap  a  rotating 
plate  is  provided,  also  perforated,  the  per- 
forations being  arranged  to  coincide  with 
each  other  in  one  position,  and  to  be  eclipsed 
by  the  intervening  metal  in  the  other  po- 
sition. The  object  of  this  arrangement  is  to 
regulate  the  amount  of  air  drawn  in  at  each 
stroke,  and  the  suction  for  any  given  amount 
also  affects  the  amount  of  liquid  or  gaseous 
fuel  drawn  in  by  such  suction,  a  matter 
quite  apart  from  the  adjustment  of  the 
needle  valve.  A  dust  cap  is  fitted  over  the 
pei-forated  cap  so  as  to  prevent  dust  being 
drawn  into  the  engine. 

The  gasolene  passage  just  above  the  seat- 
seating  of  the  needle  valve  is  packed  with 
filtering  material,  such  as  wire  gauze,  to 
prevent  any  solid  matter  getting  down  to 
block  the  needle  valve.  The  bafflers,  or 
atomizers,  being  made  in  such  a  manner  that 
when  the  suction  takes  place  the  explosive 
mixture  is  given  a  twist  in  its  passage,  and 
the  liquid  is  broken  up  into  such  a  fine  spray 
against  the  atomizers  that  it  becomes  a 
vapor,  and  therefore  a  perfect  mixture.  The 
carburetter,  being  combined  with  the  inlet 
valve,  is  kept  warm  by  the  engine,  this  pre- 
venting any  possibility  of  freezing  in  cold 
weather. 

The  device  is  undoubtedly  ingenious  and 
compact,  and  if  the  claims  made  for  it  are 
fully  borne  out  in  practice  it  should  meet 
with  large  use. 


The  key  to  the  diagram  shown  is  as  fol- 
lows: A,  union;  B,  adjustable  seating;  C, 
D,  lock  nuts;  E,  air  adjusting  disk;  F,  needle 
valve;  G,  pin  through  needle  valve;  H,  slot 
through  valve  stem;  I,  spring  to  I^eep  needle 

A 


WAYS  TO  CONTROL 


The  Handlebar  Switch  Should  Only  be  Dis= 
CArded  When  the  flixture  is  Throttled. 


\3a^ 


=Tr 


valve  against  seatmg;  J,  Atomizers  or  baffle 
plates;  K,  valvt  stem;  L,  valve;  P,  filtering 
gauze. 


Two  Different  Ideals. 

Big  tires  sideslip  more  than  little  ones,  it 
is  said.  The  smaller  the  surface  coming  in 
contact  with  the  ground  the  greater  will  the 
stability  of  the  machine  be.  That  is  theory 
number  one. 

In  a  motorless  bicycle— to  use  a  term  that 
has  much  to  recommend  it  on  the  scores  of 
brevity  and  comprehensiveness— a  resilient 
tire  is  of  the  first  importance.  To  obtain  the 
quality  of  resiliency  many  evils  will  be  en- 
dured. Matters  are  just  reversed  when  it 
comes  to  a  motor  bicycle.  There  resiliency 
counts  for  little;  reliability  and  durability 
quite  overshadow  it.  That  is  theory  number 
two. 

Building  up  from  this  hypothesis,  it  is 
argued  that  the  ideal  motor  bicycle  tire 
should  be  constructed  on  lines  totally  differ- 
ent from  those  which  have  approval  where 
ordinary  tires  are  concerned. 

The  motor  bicycle  tire  should  be  small,  but 
not  resilient.  It  should  be  composed  of  mauy 
thicknesses  of  canvas— canvas  that  will  be 
more  than  a  retaining  wall  for  a  certain 
amount  of  compressed  air.  Furthermore,  the 
section  of  the  tire  should  not  be  perfectly 
round.  It  should  be  concave,  so  that  the 
tread  will  be  very  narrow.  Then  it  will  grip 
the  ground,  and  even  on  the  slipperiest,  slim- 
iest road  a  motor  bicycle  will  be  kept  upright 
without  any  great  amount  of  trouble. 

It  is  an  ingenious  theory,  and  one  that  is 
not  lacking  in  a  considerable  amount  of 
probability. 


One  strong  advocate  of  the  motor  bicycle 
recommends  sitting  low  on  them  so  that  the 
feet  can  be  used  as  a  brake  in  an  extreme 
emergency. 


Motor  bicycle  makers  and  users  should 
make  every  effort  to  check  any  tendency 
that  may  crop  out  toward  discarding  the 
handle  bar  switch  and  placing  it  in  some 
other  position  on  the  machine.  In  the  opin- 
ion of  many  the  grip  switch  is  almost  essen- 
tial to  the  perfect  control  of  a  motor  bi- 
cycle, in  order  that  the  rider  may  have  the 
power  of  stopping  the  motor  from  working 
at  a  moment's  notice  without  taking  the 
hand  ofE  the  handle  bar. 

Of  course,  it  can  be  argued  that  doing 
away  with  the  grip  switch  simplifies  mat- 
ters and  reduces  the  risks  of  short  circuits, 
but  perfect  control  in  emergencies  is  of 
greater  importance.  To  merely  put  the 
switch  in  another  position,  to  i-educe  wiring, 
only  entails  a  loss  of  time  in  removing  the 
hand-  from  the  handle  bar,  and  this  may 
make  all  the  difference  between  safety  and 
danger.  In  traffic  or  on  greasy  or  rutty  sur- 
faces the  changing  of  the  position  of  one 
hand  is  bound  to  be  inconvenient,  if  not 
worse. 

There  is  another  point,  too,  which  is  de- 
serving of  notice.  Undoubtedly  the  most 
economical  and  best  way  of  driving  a  motor 
bicycle  is  to  regulate  the  speed  very  largely 
by  means  of  a  throttle  acting  between  the 
mixer  and  the  motor  to  cut  down  the  sup- 
ply of  gas.  This  throttle  should  be  worked 
by  a  connection  running  to  one  of  the  grips. 
The  handle  bar  switch  might  then  be  dis- 
carded with  safety,  because  the  motor  could 
be  stopped  by  throttling  the  mixture. 

Tbere  are  other  advantages  just  as  great. 
By  the  slightest  movement  of  the  grip  the 
rider  could  regulate  the  pace  to  the  greatest 
nicety.  He  could  make  it  absolutely  uniform, 
even  over  varying  surfaces,  and  crawl  in 
traffic,  and  at  the  same  time  always  have  the 
power  of  suddenly  rushing  forward.  This  can- 
not be  accomplished  as  satisfactorily  by 
means  of  a  lever  on  the  top  tube,  because 
with  the  machine  jolting  along  it  would  be 
nearly  impossible  to  strike  the  exactly  cor- 
rect position. 

Apart  from  these  advantages  the  driving 
liy  means  of  a  throttle  economizes  gasolene 
and  helps  to  prevent  the  motor  getting  over- 
heated. As  regards  absolute  comfort,  too, 
it  is  far  pleasanter  to  move  along  at  a  uni- 
form pace  than  with  sudden  accessions  and 
reductions  of  speed. 

On  account  of  the  risk  and  inconvenience 
entailed  by  steering  with  one  hand  in  tricky 
places,  many  motorists  adopt  the  practice 
of  checking  their  speed  by  switching  on  and 
off  the  current.  This  is  a  very  unworkman- 
like way,  and  results  in  the  machine  pro- 
ceeding forward  by  a  series  of  spurts  and 
slows,  distressing  to  the  rider,  and  not  cal- 
culated to  impress  the  public  very  favor- 
ably. These  sudden  spurts,  too,  are  exceed- 
ingly likely  to  set  up  side  slip. 


700 


THE  BICYCLING  WORLD 


CYCLING'S  CHIEF  ENEMY 


The  Part  the  Wind  Plays  In  Making  and. 
Marring  Pleasure. 


The  arch  enemies  of  the  bicycle,  the  twin 
evils  wliich  have  done  more  to  harm  the  pas- 
time tlian  evex'ything  else  combined,  are,  be- 
yond the  shadow  of  a  doubt,  hills  and  head 
winds. 

Of  the  two  it  is  not  easy  to  say  which  is 
the  worse.  Perhaps  the  more  accurate  way 
is  to  put  it  thus:  In  warm  weather  the  hills 
are  the  more  harmful,  while  at  other  times 
it  is  the  winds  which  do  most  to  kill  en- 
thusiasm and  spoil  enjoyment. 

To  a  good  rider  there  is  a  decided  pleasure 
in  hill  climbing,  provided  the  hills  are  not  too 
long  and  steep  or  of  too  frequent  occurrence. 
The  grade  is  in  plain  sight,  and  the  rider 
can  watch  the  progress  he  is  making  in 
climbing  it.  The  summit  gets  nearer  and 
nearer  with  each  push  of  the  pedals,  and 
there  is  always  the  knowledge  that  when  it 
has  been  reached  there  is  a  level  stretch  or  a 
down  grade  beyond.  A  few  more  revolu- 
tions, a  push  over  the  top,  and  rest  succeeds 
effort. 

But  with  a  head  wind  it  is  very  different. 
The  rider  cannot  see  it.  It  is  an  invisible 
foe,  against  which  he  must  constantly  strive 
and  never  vanquish;  never,  that  is,  while  he 
keeps  his  original  course. 

It  pre.'sses  against  him  constantly,  vitiat- 
ing his  efforts,  clogging  his  progress.  Weights 
appear  to  be  attached  to  his  feet,  the  tires 
seem  to  drag,  the  machine  to  run  hard.  Up 
hill  it  is  fierce  work,  yards  gained  only  after 
desperate  work;  on  the  level  it  takes  grim, 
persistent  plugging,  seemingly  without  ade- 
quate result;  and  even  downhill  there  is 
none  of  the  glorious  exhilaration  that  should 
attend  a  descent. 

It  is  frequently  possible  to  avoid  hills;  at 
the  worst  they  can  be  walked.  But  the  head 
wind  cannot  be  escaped,  scarcely  mitigated. 
A  frontal  attack  is  usually  the  only  method 
of  attack. 

Could  it  be  eliminated  from  the  cyclist's 
horizon,  or  even  reduced  appreciably,  the 
pastime  would  take  on  a  new  aspect.  It 
would  make  riding  an  everlasting  delight 
where  it  is  now  an  intermittent  one.  It 
would  bind  present  riders  to  the  pastime  with 
hooks  of  steel,  recall  those  who  have  strayed 
away,  attract  still  others  who  have  never 
become  devotees  of  the  cycle. 

Obviously,  the  motor  goes  far  toward  solv- 
ing the  problem,  settling  the  vexed  question. 
In  this  fact  lies  much  of  its  strength.  Its 
future  growth  will  be  largely  attributable 
to  it. 

But  there  are  plenty  of  people  who  love 
the  pedal  driven  bicycle  for  its  simplicity, 
its  lightness,  the  opportunity  it  affords  for 
much  needed  exercise.  To  them  the  head 
wind  is  an  enemy  of  long  standing,  one  that 
(Joes  not  improve  on  acquaintance;  in  fact,  it 


becomes  worse.  To  such  riders  the  motor 
would  be  acceptable  only  as  a  choice  of  two 
evils. 

Perhaps  the  best  thing  abaut  head  winds 
is  their  infrequence  duriug  the  greater  part 
of  the  season. 


FIXED  OR  FREE 


Why  Both  Gears  are  Likely  to  Rematn- 
Pecularltes  of  Riders. 


Driving  With  Worm  Gear. 

In  the  report  that  appeared  in  The 
Bicycling  World,  February  27,  of  the  paper 
read  before  the  Cycle  Engineers'  Institute 
there  appeared  a  brief  mention  of  a  worm 
gear  drive  that  had  been  applied  to  a  motor 
bicycle.  As  the  means  of  driving  is  gener- 
ally regarded  as  a  thing  yet  to  be  worked 
out,  anything  in  this  line  is  interesting. 

The  mechanism  mentioned  has  been  con- 
structed by  William  Starley,  of  Coventry, 
England,  and  is  shown  herewith.  It  will  be 
seen  that  the  motor  is  placed  in  front  of  the 
hanger  of  the  bicycle,  with  its  shaft  extend- 


ing aft.  The  end  of  the  shaft  carries  a 
flexible  coupling,  which  engages  with  a 
double  threaded  worm  running  in  an  oil  bath 
gear  case.  This  worm  has  a  ball  thrust  at 
either  end.  The  worm  engages  with  a  worm 
wheel  mounted  on  a  ball  bearing  sleeve, 
surrounding  the  pedal  crank  shaft,  and  driv- 
ing the  rear  wheel  by  a  chain. 

It  is  claimed  that  great  efllciency  is  got 
out  of  this  drive,  while  the  angle  of  the 
worm  gear  is  such  that  the  worm  wheel  can 
drive  the  worm,  thus  allowing  of  the  rider 
starting  the  engine  by  pedalling  in  the  usual 
way.  This  device  is  attracting  a  great  deal 
of  attention  among  motor  engineers,  and 
may  soon  be  heard  of  as  applied  to  a  stand- 
ard type  of  motor  bicycle. 


About  Crank  Lengths. 

The  question  of  long  cranks  exercised  the 
mind  of  the  cycling  public  even  prior  to  the 
days  of  the  safety.  About  the  year  1885 
there  was  a  considerable  discussion  on  the 
matter',  and  it  is  within  memory  that  7-inch 
cranks  were  used  on  54  and  5G  inch  ordi- 
naries. Those  who  tried  them  found  them 
too  long  and  discarded  them.  Needless  "to 
say,  the  ratio  between  7-inch  cranks  and  a 
o6-inch  wheel  was  much  greater  than  that 
recommended  nowadays  by  the  long  crank 
advocates. 

The  Dublin  (Ireland)  Motor  Cycle  Club  was 
organized  on  March  7.  One  of  the  charter 
members  rode  thirty-eight  miles  to  attend 
the  meeting,  and  started  back  at  10  p.  m. 


In  contradistinction  to  the  safety  bicycle 
and  the  pneumatic  tire— the  two  other  epoch 
marking  improvements  in  the  two  wheeled 
machine — the  caster-brake  has  not  carried, 
and  will  not  carry,  the  entire  cycling  con- 
tingent with  it. 

Both  of  the  two  revolutionizers  mentioned 
sounded  the  death  knell  of  what  had  pre- 
ceded them.  No  more  "ordinaries"  or  high 
wheels  were  manufactured  after  the  safety 
had  been  in  use  a  few  years;  and  the  air 
tire  drove  out  every  other  species,  notwith- 
standing the  fact  that  cushions  which  were 
a  greater  improvement  over  the  solids  than 
were  the  pneumatics  over  these  cushions 
•  came  on  the  market  and  were  extensively 
used.  High  bicycles  have  been  almost  for- 
gotten. Solid  and  cushion  tires  are  scarcely 
even  a  memory. 

The  coaster-brake  has  been  in  general  use 
too  short  a  time  to  have  driven  out  fixed 
gears,  even  if  it  were  possible  to  say  that  the 
handwriting  was  on  the  wall.  They  have, 
however,  grown  steadily  in  popularity,  and 
are  still  doing  so.  It  is  easy  to  see  that  the 
time  is  coming— and  it  is  not  so  very  far  off 
— when  theye  will  be  castly  more  coaster- 
brake  machines  in  use  than  of  the  older 
style. 

But  it  is  equally  apparent  that  the  fixed 
gear  machine  is  not  going  to  disappear,  as 
did  the  high  wheel  and  the  earlier  forms  of 
tires. 

There  are  riders,  and  a  considerable  num- 
ber of  them,  who  will  always  set  their 
faces  resolutely  against  coaster-brakes.  With 
some  of  them  this  attitude  is  due  to  preju- 
dice. They  decide  the  case  without  giving 
both  sides  a  fair  hearing,  listening  to  the 
arguments  against  the  new  device  and  turn- 
ing a  deaf  ear  to  those  which  might  be 
offered  in  its  favor.  They  don't  want  to 
hear,  or  perhaps  it  would  be  fairer  to  say  to 
weigh,  the  latter,  consequently  their  judg- 
ment is  a  biassed  one. 

But  it  must  be  admitted  in  all  fairness 
that  there  are  others  who  are  fair  and  yet 
who  arrive  at  the  same  conclusion.  They 
don't  want  coaster-brakes.  They  never  coast 
and  they  dislike  brakes  of  any  kind.  Mile- 
age is  the  god  of  many  of  them,  and  pitted 
against  such  an  adversary  coasting  has  little 
or  no  show.  There  remains  still  another 
class  that  belong  to  neither  the  scorching 
brigade  nor  the  mileage  fiends.  They  prefer 
the  fixed  gear  because— well,  because  they 
do.  Sometimes  they  have  reasons  to  give  for 
this  attitude,  sometimes  they  have  not.  They 
prefer  the  fixed  geai,  with  the  feeling  of 
confidence  that  comes  from  it,  the  regularity 
of  the  crank  movement  that  goes  with  it. 
The  alteration  of  the  free  and  fixed  crank 
worry  instead  of  pleasing  them. 

Perhaps  it  is  just  as  well  that  there  exists 
such  a  diversity  of  opinion.  The  fixed  gear 
has  had  a  glorious  existence,  and  it  would  be 
a  pity  to  have  it  disappear. 


THE  BICYCLING  WORLD 


70J 


OPPORTUNITIES  IN  FRANCE 


Makers    are   Specializing   Small    Motors- 
Using  American  Parts  In  Rough. 


One.  phase  of  the  motor  industry  in  France, 
which  is  of  interest  from  the  long  experience 
liad  in  that  country  and  that  ought  to  malie 
for  tlie  profit  of  American  manufacturers  of 
machinery  and  parts  in  the  rough,  is  the  ten- 
dency in  that  countrj-  to  specialize  the  con- 
struction of  not  only  the  motors,  but  also  the 
parts. 

In  times  past  the  business  was  entirely  in 
the  hands  of  a  few  makers,  who  saw  that  it 
was  to  their  interests  to  encourage  the  use 
of  small  motors  by  giving  every  facility  to 
fit  them,  and  this  policy  has  had  an  excellent 
result  in  bringing  out  a  number  of  small 
makers,  who  find  it  is  worth  their  while  to 
build  with  mechanism  which  thej^  can  pro- 
cure under  very  favorable  conditions. 

The  prosperity  of  motor  firms,  as  seen  in 
tlie  way  in  Which  they  have  been  enormously 
extending  their  plants,  has  brought  a  consid- 
erable number  of  new  makers  into  the  field. 
Ncw  motors  are  being  designed  almost  every 
day,  and  the  demand  for  them  is  increasing 
more  rapidly  than  the  supply. 

Not  only  are  they  required  for  light  car- 
riages, but  the  motor  bicycle  is  becoming  ex- 
ti'emely  popular,  and  for  these  machines 
alone  there  is  no  doubt  that  many  thousands 
of  motors  will  be  required  before  long.  This 
at  least  may  be  inferred  from  the  heavy  run 
upon  the  firms  who  are  making  a  specialty 
of  motor  bicycles.  They  have  so  many 
orders  in  hand  that  they  cannot  accept  any 
more  for  delivery  in  less  than  a  couple  of 
months.  Even  this  source  of  demand  will 
be  worth  the  at';ention  of  makers. 

As  buyers  are  clamoring  for  motors,  there 
is  a  decided  tendency  to  supply  them  more 
cheaply,  though  why  this  should  be  so  is  a 
little  puzzling,  unless  it  be  that  the  many 
new  firms  who  are  coming  into  the  market 
are  trying  to  cut  out  the  established  makers, 
who,  in  their  turn,  are  so  far  reducing  the 
cost  of  manufacture  as  to  be  able  to  supply 
the  motors  at  a  lower  price.  Motors  of  the 
highest  reputation,  with  accessories  all  com- 
plete for  fitting  to  a  bicycle,  d3  not  cost 
more  than  $100,  and  others  can  be  obtained 
for  a  good  deal  less. 

Now  that  makers  have  not  the  slightest 
doubt  about  the  genuineness  and  permanency 
of  the  demand,  they  do  not  hesitate  to  go  to 
any  expense  for  increasing  their  output.  This, 
however,  is  not  always  to  be  done  satisfac- 
torily by  laymg  down  extensive  plants  for 
turning  out  whole  motors,  because  the  cost 
of  bringing  the  raw  material  from  different 
parts  of  the  country  to  be  worked  up  at  one 
factory  adds,  in  a  no  small  measure,  to  the 
cost  of.  manufacture,  Avhile  the  work  itself 
can  often  be  done  much  better  in  the  districts 
where  the  raw  material  is  produced.  In  the 
foundry  districts,  for  instance,  the  work  of 


casting  cylinders  can  be  done  more  skilfully 
and  more  cheaply  than  in  Paris,  where  there 
is  not  such  a  good  selection  of  labor. 

One  of  the  wealthiest  and  most  enterpris- 
ing maimers  of  small  motors,  who  could  very 
well  afford  to  lay  down  big  plants  of  his 
own,  has  fully  grasped  the  importance  of 
specializing  his  motor  parts  if  he  would  keep 
pace  witli  the  demand  for  motors  and  supply 
them  under  the  best  possible  conditions.  He 
is  consequently  getting  his  cylinders  from 
iron  foundei's  in  the  Ardennes,  his  crank- 
shafts from  other  big  manufacturers,  and  is 
we  believe,  purchasing  the  pistons  and  piston 
rods  in  America.  His  big  factory  in  Paris, 
therefore,  is  merely  engaged  in  manufactur- 
ing minor  accessories  and  fitting  up  the 
parts.  Not  only  does  the  work  come  cheaper, 
but  the  specializing  of  manufacture  insures 
better  quality  of  material  and  workmanship, 
and  the  fitting  is  done  with  the  greatest  ac- 


Morgan  xWrightTires 
are  good  tires 


SEE  THAT  Morgan  &  Wright 

IS  BRAr«DCD  ON  EVERY  TIRE  AND  TUBE 
NO  OTHER  IS  GENUINE. 


Morgan  XWrigmt 


ROLLER  CHAIN  REVIVAL 


Sherman  Says  it  is  Coming  Sure  and  That 
its  Influence  Is  Already  Pelt. 


New  York  Branch:    214-216  West  4Tth  Street. 


curacy.  The  maker  finds  this  experiment  so 
successful  that  it  is  bound  to  be  largely 
adopted  by  other  French  firms  who  have  to 
supply  a  very  large  demand,  though  it  would 
probably  not  prove  so  satisfactory  to  mak- 
ers of  big  automobiles,  who  only  turn  out 
something  like  two  hundred  motors  in  the 
course  of  the  year. 

This  specializing  seems  to  open  up  great 
possibilities  of  trade  for  American  manufact- 
urers. The  fact  that  they  should  be  supply- 
ing pistons  and  piston  rods  to  a  French 
maker  shows  that  their  superiority  in  this 
article  is  fully  recognized,  and  there  is  no 
reason  why  they  should  not  be  equally  suc- 
cessful in  building'  up  a  foreign  trade  in 
other  parts.  American  castings  are  admit- 
tedly much  better  than  ai'e  those  in  France. 
They  are  cleaner  and  lighter,  and  the  ma- 
terial is  of  a  superior  quality.  This  is  proved 
by  the  success  of  American  agricultural  ma- 
chinery, and  the  qualities  which  have  done 
so  much  for  American  trade  in  such  mechan- 
ism should  also  enable  manufacturers  to 
build  up  a  very  profitable  business. 


"Roller  chains  are  coming  in  again.  Stick 
a  pin  in  that  prediction  and  see  how  true  a 
prophet  I  am,"  remarked  George  W.  Sher- 
man, the  Hendee  Mfg.  Co.'s  prize  motor  bi- 
cycle persuader,  to  The  Bicycling  World  man 
the  other  day. 

"Oh,  you  needn't  look  incredulous.  It's 
coming,  and  before  the  season  is  out  nearly 
every  maker  in  this  country  will  be  fmmish- 
ing  roller  chains.  Most  of  them  will  be  of 
the  one-half  inch  pitch  variety,  too,  as  there 
is  every  reason  why  that,  instead  of  the  old 
fashioned  inch  pitch,  should  be  used,  as  was 
the  case  when  roller  chains  were  in  vogue 
ten  years  ago." 

"You  don't  mean  on  the  ordinary  pedal 
driven  bicycle,  do  you?"  said  The  Bicycling 
World  man  in  surprise.  "You  mean  they 
will  be  used  on  motor  bicycles?" 

"No,  I  don't,  either,"  was  the  emphatic  re- 
ply. "They  will  be  fitted  to  both  classes. 
Their  superiority  is  most  pronounced  on  the 
motor  machine,  of  course,  but  if  they  are 
good  for  one  they  are  good  for  the  other. 

"The  trouble  heretofore  has  been  that  the 
roller  chains  Avere  hard  to  get.  But  now 
nearly  every  chainmaker  in  the  country  is 
tal?cing  them  up  ^nd  making  and  cata- 
loguing them.  And  by  next  season  everybody 
will  be  furnishing  special  sprocket  wheels 
for  them,  and  there  will  be  nothing  to  re- 
tard their  use.  You  see,  for  the  one-halt 
inch  pitch  chain  the  sprocket  has  just  double 
the  number  of  teeth  that  is  required  for  the 
ordinary  chain." 

"But  it  is  not  necessary  to  have  a  special 
sprocket  wheel  with  the  extra  teeth,"  inter- 
posed another  of  the  party.  "I  have  been 
using  a  half  inch  pitch  roller  chain  for  a 
couple  of  years,  and  I  put  it  on  my  regular 
sprocket  wheel  intended  for  the  regular  block 
chain.    It  fit  all  right,  of  course." 

"Yes,  but  only  one-half  the  links  engaged 
the  teeth,"  responded  Sherman.  "The  other 
half  were  idle.  Still,  that's  another  good 
point.  It  means  that  you  don't  have  to 
change  the  sprocket  wheels  to  fit  a  half  inch 
pitch  chain  if  you  don't  want  to.  At  the 
same  time  it  is  much  better  to  do  this,  for 
then  all  the  links  are  doing  their  share  of 
the  work.  That's  better  than  to  have  some 
of  them  shirking  it. 

"To  go  back  to  the  roller  chain.  Riders 
will  find  that  it  will  run  better,  wear  better 
and  make  less  noise  than  a  block  chain. 
Oh,  you  need  not  smile.  I  mean  just  what 
I  say,  and  time  will  prove  that  it  is  the 
truth."  

Hartford's  two  new  Tires. 

The  Hartford  Rubber  Works  has  added 
two  motor  bicycle  tires  to  its  line — one,  a 
Hartford,  of  course,  the  oiher  a  Dunlop. 


702 


THE  BICYCLING  WORLD 


Retail  Records. 

Caro,  Mich.— Knapp  &  Watson,  new  firm. 

Oregon.    111.— Charles   Murray    has   opened 
store. 

San   Jose,    Cal.— A.    Smith,    building    new 
shop. 

Cohassett,  Mass.— Edwin  Souther  building 
addition. 

Duncanuon,    Pa.— I.    W.    Bashon,   building 
new  shop. 

Franklin,    Pa.— Sylvester    Logan    succeeds 
Frank  Steele. 

JNIiddletOMn.   Conn.- George  W.   Lane  has 
opened  store. 

Vineland,  N.  J.— A.  L.  Aumack  has  moved 
to  new  store. 

Adams,    Mass.— William    Kirkpatrick    has 
opened  store. 

Chateaugay,  N.  Y.— G.  W.  Foster  succeeds 
Keefe  &  Chase. 

Sydney,  C.  B.— Corapton  Bros,  opened  store 
in  Charlotte  street. 

Cohocton,  N.  Y.— Charles  Buckstaller  suc- 
ceeds John  H.  Lyon. 

Westboro,  Mass.— H.  A.  Sawtelle  will  open 
store  on  South  street. 

Hudson,  Mich.— Frank  A.  Knapp  will  open 
store  on  Church  street. 

Manchester,  Conn.— Richard  Wilson  opened 
store  on  Depot  Square. 

Maynard,    Mass.— A.    B.    Brochu    opened 
store  in  Darling  block. 

Auburndale.  Mass.— G.   Fred  Pond  opened 
store  in  Auburn  street. 

Trenton,  N.  J.— W.  L.  Howard  has  opened 
store  at  119  Perry  street. 

Paterson,  N.  J. — Charles  B.  Vaughan,  new 
store  at  193  Ellison  street. 

Branford,      Conn. — B.     M.     Prescott     has 
opened  store  in  Toole  block. 

Salem,  Mass.— Charles  Falls  &  Co.  opened 
store  at  No.  5  Liberty  street. 

Westfield,    Mass.— A.    J.    Corneau    opened 
store  at  No.  29  Church  street. 

Dryden,   N.  Y.— E.   E.   French  and  E.   E. 
Banfield  succeed  J.  R.  French. 

Lemovile,   Cal.— Ray   Winsett   and   Albert 
Wilson  succeed  L.  L.  Rogers. 

New  York  Mills,  N.  Y.— Edward  Cronk  will 
build  new  store  on  Elm  street. 

Pittsford,    Vt.— Harley    B.    Howland    has 
opened  store  in  Mechanic  street. 


Philadelphia,   Pa.— Harry  Knollman,   1328 

Fairmount  avenue;  fire  loss,  $500. 

Freeport,  N.  Y.— Roscoe  Conklin  succeeds 
E.  A.  Dorian  and  moved  to  Fulton  street. 

Sherbrooke,  Que.— E.  &  W.  Burton  succeed 
S.  S.  McDonald  at  118%  Wellington  street. 

Ware,  Mass.— Jip  Yell  moved  from  West 
Warren  and  opened  a  store  on  Worth  street. 

Ballston  Spa,  N.  Y.— William  J.  Knicker- 
bocker succeeds  Tracy  W.  Nichols,  Wash- 
ington street. 


RACING 


Comparing  Petrol  and  Alcohol. 

Comparative  trials  of  the  working  of  an 
internal  combustion  motor  with  petrol  and 
alcohol  were  recently  made  in  France.  While 
the  motor  was  water  cooled  and  of  about 
twice  the  power  used  on  bicycles,  the  results 
are  interesting,  as  being  with  single  cyclin- 
der  and  electric  ignition. 

The  bore  was  3.78  inches  by  c.04  inches 
stroke,  the  normal  speed  being  1,000  per  min- 
ute. The  petrol  used  had  a -specific  gravity 
of  0.68,  and  the  alcohol  was  ordinary  com- 
mercial alcohol  of  88  to  90  per  cent  purity. 
The  horsepower  was  taken  with  a  prony 
brake.  The  average  of  the  result  gave  4.12 
brake  horsepower  with  petrol,  and  3.89  brake 
horsepower  with  alcohol.  With  petrol  351 
gr.  per  brake  horsepower  hour  were  con- 
sumed, ard  wi'h  al' ohol  ^91  gr,  per  brake 
horsepower  hour.  This  is  equivalent  to  3,861 
calories  absorbed  with"  petrol,  and  3.904  calo- 
ries with  alcohol  per  brake  horsepower  hour. 


Where  the  Motor  Bicycle  Scores. 

There  is  an  attraction  abou  the  motor  bi- 
cycle which  neither  the  tricycle  nor  the  car 
affords,  says  a  past  master  in  the  art  of 
motocycling.  The  smoothness  of  motion,  the 
freedom  and  the  independence  are  fascinat- 
ing; in  fact,  from  a  pleasure  point  of  view, 
it  possesses  some  of  the  best  qualities  of 
the  motor  car  and  the  pedal  propelled  ma- 
chine. It  is  the  most  economical  descrip- 
tion of  motor  on  the  market.  It  is  simple; 
it  is  easy  to  manage  with  a  little  experience; 
it  is  exceedingly  free  from  vibration;  being 
a  single  tracker,  it  is  most  suitable  for  dis- 
tricts where  the  roads  are  bad,  and,  finally, 
it  possesses  one  great  advantage  which  no 
other  motor  vehicle  can  boast  of,  and  that 
is  if  it  breaks  down  it  is  easy  to  pedal  it 
home  or  to  the  nearest  railway  station. 


"Major"  Taylor  sails  this  week  for  Eu- 
rope. He  declares  it  will  be  his  last  year  on 
the  track.  Incidentally,  he  was  married  on 
the  22d,  his  bride  accompanying  him  abroad. 


Walthour  made  his  first  appearance  since 
his  accident  at  Atlanta  on  March  20,  where 
he  defeated  Lake  by  winning  two  straight 
heats  in  a  five-mile  motor  paced  race.  Walt- 
hour's  time  for  each  of  the  two  heats  was 
8:19.  There  were  four  thousand  people  pres- 
ent. 


Despite  his  age,  "Bill"  Martin  is  sighing 
for  new  worlds  to  conquer.  Australian  ad- 
vices state  that  he  will  race  in  Germany, 
Austria  and  Italy  this  summer.  As  France 
does  not  appear  to  be  on  his  itinerary,  it  is 
not  likely  that  he  will  meet  ii^lkes,  Taylor, 
Stinson  or  any  other  of  his  fellow  Americans 
who  will  race  abroad. 


William  Palmer  and  George  Sutherland, 
two  Australian  cracks,  are  en  route  to 
'Frisco.  They  will  race  on  the  Pacific  Coast, 
and  if  they  find  themselves  able  to  hold 
their  own  will  come  East  and  follow  the  Na- 
tional Circuit.  Palmer  comes  with  a  repu- 
tation of  being  one  of  the  few  men  who 
have  floored  "Bill"  Martin  in  a  fistic  en- 
counter, and  is  described  as  being  "game  to 
the  backbone  and  without  the  least  taint  of 
'skite,'  "  whatever  that  may  be. 


In  France,  where  the  motor  tricycle  has 
had  a  vogue  that  can  hardly  be  appreciated 
in  this  country,  a  remarkable  increase  in 
speed  has  been  attained  with  this  form  of 
machine  in  the  last  two  years.  Osmont,  of 
tricycle  racing  fame,  recently  established  a 
record  that  may  stand  for  some  time,  as 
that  machine  is  gradually  losing  favor.  On 
a  very  heavy  road  he  covered  62  miles  243 
yards  in  1  hour  16  min.  55  sees.,  the  last 
half  of  the  distance  being  covered  in  the 
notably  fast  time  of  36  minutes.  This  beats 
the  previous  record  by  2  minutes. 


1902 

HUDSON  BICYCLES 


HAVE  MORE  UP-TO-DATE  AND  ORIGINAL 
FEATURES  THAN  ANY  OTHER  BICYCLES 

ti!' BEAN  CHAM  BERLIN  MFG.  CO., 

HUDSON, MICH. 


''MOTOCYCLES  AND  HOW 
TO  MANAGE  THEM" 

REVISED  EWTION  BOUND  IN  CLOTH 

The  only  Book  of  the  SoH  in  Existence 

CONTAINS  A  MINE  OF  VALUABLE 
INFORMATION 

PRICE,  ONE  DOLLAR 

THE  GOODMAN  COMPANY 

123'125    Tribune   Builtiing,   -  New  York  OHy 


Bsr-rrr— T?5 


THE  BICYCLING  WORLD 


703 


TO  COLOR  AND  HARDEN 


Case    Hardening   Expert    Gives  Recipes  he 
has  Used  With  Success. 


If  we  wish  to  give  a  nice  color  to  our 
work,  writes  an  expert  on  case  hardening, 
it  is  necessary  first  to  polish  it  and  to  be 
sure  it  is  clean  when  packed  in  the  harden- 
ing box.  Use  the  following  mixture  when 
packing:  Ten  parts  No.  1  granulated  raw 
bone,  two  parts  bone  black,  one  part  granu- 
lated charred  leather;  mix  very  thoroughly 
before  using.  The  results  will  be  much  more 


is  advisable  to  attach  a  piece  of  iron  binding 
wire  to  each  piece  when  we  pack  the  work, 
allowing  the  wires  to  hang  over  the  sides  of 
the  box.  When  we  remove  the  box  from  the 
fire  the  articles  can  be  removed  from  the 
box  and  immersed  in  the  oil  by  means  of  the 
wires.  They  should  be  worked  around  well 
in  the  bath  until  the  red  has  disappeared, 
but  in  such  a  manner  that  broad  sides  are 
not  moved  against  the  cold  oil,  or  the  article 
will  be  liable  to  spring.  In  the  case  of  a 
long,  slender  piece,  work  it  up  and  down, 
moving  sideways  each  time,  so  as  to  come  in 
contact  with  the  cool  oil  and  get  away  from 
the  vapors  that  are  formed,  as  they  hold  the 


granulated  charcoal,  run  five  or  six  hours  if 
the  gauge  is  one-quarter  inch  thick  or  over. 
Run  at  a  very  low  heat  and  dip  in  the  oil 
bath;  it  will  be  found  to  be  very  hard,  and 
probably  straight. 

In  hardening  small  pieces  it  is  advisable 
to  use  a  small  box,  as  it  takes  some  time 
to  heat  a  large  box  through;  the  pieces  on 
the  outside  will  be  much  harder  than  those 
nearer  the  center.  After  hardenmg  we 
should  dry  the  bone  used  in  packing.  It  is 
not  only  useful  for  packing  articles  we  do 
not  wish  very  hard,  but  is  excellent  to  use 
when  annealing  cast  iron  that  will  not  soften 
when  packed  in  clear  charcoal. 


ADS.  APPLICABLE  TO  THE  nOflENT. 


THE  BICYCLE  BOOM 
IS  ON  AGAIN. 


But  it  is  not  the  same  sort  of  "boom"  that  prevailed  a 
few  years  ago. 

It's  an  intelligent  boom  this  time. 

People  are  not  buying  blindly  or  riding  bicycles  simply 
because  it  is  the  fad  or  fashion  to  ride  them,  nor  to  see  how 
far  or  how  fast  or  how  many  miles  they  can  ride. 

They  buy  and  ride  because  they  now  realize  that  the 
bicycle  is  a  health-giver,  a  pleasure-promoter — because  there  is 
nothing  else  that  affords  such  an  invigorating,  convenient, 
exhilirating,  every-ready  and  economical  means  of  obtaining 
that  outdoor  exercise  and  change  of  scene  that  counts  for 
so  much  in  the  well  being  of  mankind. 

The  people  now  indulge  in  bicycling  because  it  is  a  tonic 
— because  it  enables  them  to  think  clearer,  hit  harder,  sleep 
sounder  and  feel  better  generally. 

The  causes  of  the  "  new  boom  "  ought  to  interest  and 
awaken  YOU  and  impel  you  to  learn  why  so  many  of 
those  who  have  renewed  their   cycling  activity  have  purchased 

bicycles.      We   are   in   position  to  both    tell  you 

and  show  you  why  they  did  so  ;  and  we'll  be  awfully  glad  to 
do  it,  too. 


About  the  Bicycling  Revival 


"  Revival  "  is  what  many  of  the  papers  term  it ;  and  it  is 
a  pretty  good  description  of  it,  too. 

Nearly  every  one  is  talking  about  it.  Like  as  not  you 
yourself  have  remarked  it. 

"  Never  saw  so  many  people  riding  bicycles  or  heard  so 
many  talking  of  riding  them  for  many  years,"  is  probably  the 
way  you  expressed  it. 

But  do  you  you  realize  that  the —  bicycle  has 

had  much  to  do  with  the  widespread  renewal  of  interest.  If 
not,  "  it's  up  to  you  "  to  learn  it  and  we  are  ready  to  impart 
the  information  and  show  you  some  of  the  many  improvements 
and  innovations  in  bicycles  that  make  cycling  more  comforting 
and  delightful  than  it  ever  was  before. 

Ask  yourself  these  questions  : 

Why  grows  your  cheek  so  pale 

Your  circulation  poor? 
Why  from  dyspepia  ail  ? 

Why  try  each  quackery  cure  ? 
Can  nature  not  be  true  ? 

Does  she  not  offer  you 
The  panacea  for  ill  ? 

Think,  then,  how  you  would  thril! 
If  poised  upon  a  wheel. 

It  is  because  many  others  have  put  the  questions  to  them- 
selves that  the  "  bicycling  revival  is  here." 


gratifying  if  we  pipe  into  our  bath,  placing 
the  end  or  outlet  near  the  bottom.  By 
means  of  an  air  pump  of  some  description 
force  a  jet  of  air  into  the  water  in  such  a 
manner  that  it  will  be  distributed  through- 
out the  whole  tank,  in  order  that  each  piece 
of  work  may  come  in  contact  with  the  air 
as  it  passes  through  the  water.  When  ar- 
ticles are  hardened  by  the  first  process  men- 
tioned, heating  in  fire  and  treating  with 
cyanide  of  potassium,  very  nice  colors  can 
be  obtained  by  taking  a  piece  of  pipe,  put- 
ting it  in  the  bath  and  blowing  through  it, 
passing  our  work  through  the  air  in  the 
water  when  we  dip  it. 

AVhen  the  articles  are  thin  and  must  be 
very  hard  yet  tough,  it  is  best  to  use  a  bath 
of  raw  linseed  oil.     If  this  bath  is  used  it 


oil  from  the  work,  thereby  preventing  hard- 
ening. 

In  many  shops  it  is  customary  to  make 
snap  gauges  of  machine  steel.  They  are 
much  easier  made,  the  cost  of  material  is 
less,  and  if  hardened  properly  they  will  wear 
well.  It  is  best  in  cases  of  this  kind  to  use 
open  hearth  steel  rather  than  Bessemer,  as 
the  latter  runs  so  uneven.  When  charging 
in  the  fm-nace,  some  pieces  will  harden  to 
a  depth  of  one-sixteenth  inch  if  rim  four  or 
five  hours,  while  another  piece  one  inch  thick 
will  harden  entirely  through  in  an  hour. 
Open-hearth  steel  runs  very  uniformly  when 
liardenin,  according  to  my  experience.  The 
best  results  will  be  obtained  if  we  use  gran- 
ulated charred  leather  instead  of  bone. 
When  packing  mix  with  an  equal  amount  of 


Irish  Inflation  Opened  his  Eyes. 

An  old  timer,  commenting  on  the  item  in 
last  week's  Bicycling  World  anent  the  early 
reception  of  the  pneumatic  tire,  has  this  to 
say: 

"The  cautions  that-  were  given  against 
overinflation  for  fear  of  bursting  led  all  the 
earlier  users  to  ride  with  flabby  tires.  This 
naturally  made  the  machine  slow,  and  I  can 
well  remember  the  surprise  I  felt  when  1 
saw  the  attendant  of  the  Irish  party  at  the 
Paddington  championships,  in  1890,  pump- 
ing up  the  tires  to  a  hitherto  unthought  ot 
hardness.  This  explains  the  referred  to 
alteration  in  a  week. 

"Some  men  possessed  pneumatic  tired  ma- 
chines or  sets  of  wheels  for  use  on  grass  and 
I'ougli  tracks,  and  others  with  solid  tires  for 
use  on  good  tracks.  The  Irish  pumping  was 
a  revelation,  they  inflated  their  pneumatic 
tires  properly,  and  then  for  the  first  time  we 
recognized  the  just  merits  of  the  tire." 


704 


THE  BICYCLING  WORLD 


UNLIKE  OTHER  BURNERS 


One  That  Promises  Qreat  Improvement  of 
Gas  Lamps— What  It  is  Lilce. 


In  the  new  burner  which  they  are  fitting 
to  their  newest  model  Columbia  lamp,  and 
wiiich  may  be  applied  to  any  of  their  older 
models,  the  Hine-Watt  Manufacturing  Com- 
pany, of  Chicago,  believe  they  have  an  im- 
provement that  is  of  inestimable  value  to 
gas  lamps.  It  differs  from  any  other  acety- 
lene gas  burner  in  that  it  is  separable  into 
two  pieces.  The  top  piece  which  holds  the 
lava  tip  snaps  over  the  broad  top  of  the 
shank  part  of  the  burner,  leaving  a  large  in- 
closed space  underneath  the  lava  tip. 

The  great  trouble  with  all  acetylene  burn- 
ers has  been  their  liability  to  clog.  This 
clogging  is  caused  in  three  ways— one  by  the 
dust  being  carried  into  the  burner  with  the 
gas,  another  by  incomplete  combustion, 
which  causes  the  burner  to  carbonize,  and^ 
the  third  by  a  sticliy  deposit,  which  is  com- 
posed in  part  of  a  salt  of  lime,  and  which 
has  some  of  the  physical  properties  of  tar. 

This  deposit  is  very  annoying,  as  it  col- 
lects inside  of  the  burner.  When  the  burner 
is  being  cleaned  with  a  wire,  and  therefore 
when  it  is  cool,  the  gas  hole  and  the  air 
Iioles  are  apparently  free  and  open.  If,  how- 
ever, the  burner  becomes  heated  this  sticky 
deposit  will  run  like  molasses  and  stop  \ip 
the  holes  in  a  short  time.  It  was  to  avoid 
tliis  -difficulty  that  the  Hine-Watt  Manufact- 


lu'ing  Company  designed  their  new  burner, 
which  has  been  thoroughly  tested,  and  under 
lieretofore  prevailing  conditions  has  proved 
very  satisfactory  and  reliable. 

The  primary  object  in  making  the  burner 
in  two  parts  was  to  make  it  possible  and 
easy  to  clean  the  inside  of  the  burner  with 
the  point  of  a  Icnife.  It  has  not  so  far  been 
found  necessary  to  clean  the  burner.  It  is 
practically  impossible  to  thoroughly  clean 
an  acetylene  burner  unless  it  is  separable 
so  that  the  interior  of  the  burner  can  be 
easily  reached. 

The  new  Columbia  burner  may  possibl.y 
stop  up  in  the  course  of  time,  and  if  this 
pi'oves  true  it  is  only  a  matter  of  half  a 
minute  to  clean  it  very  effectively  with  the 
point  of  a  knife.  It  is  believed  that  this  im- 
proved burner  eliminates  one  of  the  worst 
troubles  common  to  one  piece  old  style  burn- 
ers, and  disposes  of  one  of  the  worst  annoy- 
ances cf  acetylene  gas  lighting. 

That  other  annoyance,  the  carbonizing 
wbich  is  due  to  incomplete  combustion,  is 
always  caused  by  an  improper  mixture  of 
the  combustible  material  with  the  oxygen  of 
the  air.  In  the  construction  of  the  new 
burner  this  feature  was  carefully  considered, 
and  it  has  been  demonstrated  that  it  will 
not  carbonize  under  ordinary-  normal  condi- 
tions. Its  construction  permits  of  the  largest 
possible  mixture  of  air  with  gas. 

The  third  annoyance  that  is  particularly 
common  to  gas  lamps  in  general  is  the  stop- 
page of  the  gas  passage  through  the  burner 
by  very  fine  carbide  dust,  which  is  carried 


up  with  the  gas.  In  the  construction  of  the 
carbide  cup  of  the  Model  C  Columbia  lamp 
this  undesirable  feature  has  been  eliminated, 
and.  the  result  has  been  a  practically  dust- 
proof  carbide  cup,  the  gas  being  strained 
through  the  damp  linen  of  the  water  dis- 
tributer, thus  effectually  straining  the  gas 
free  from  carbide  dust. 

Any  acetylene  gas  generator  that  depends 
upon  cotton  to  strain  the  gas,  the  Hine-Watt 
people  say,  is  bound  to  clog  and  give  trouble, 
but  if  the  strainer  is  composed  of  one  thick- 
ness of  the  best  linen  stretched  on  a  per- 
forated metal  backing,  both  of  which  are  al- 
ways moist  when  in  use,  there  can  be  no 
tendency  to  clog. 

With  this  and  the  other  objectionable  feat- 
ures which  have  been  so  common  to  all  car- 
bide lamps  overcome,  the  Hine-Watt  Com- 
pany naturally  believe  that  their  latest  im- 
proved Model  C  Columbia  automatic  gas 
lamp  will  continue  to  grow  in  usefulness  and 
to  extend  the  popularity  which  it  has  en- 
joyed in  such  gratifying  measures,  and  de- 
servedly, too. 

Italy  Cuts  the  String. 

The  Italian  Government,  which  enforces  a 
driving  test  on  all  those  handling  a  motor 
vehicle,  which  test  even  the  King  had  to 
undergo,  has  declared  the  motor  bicycle  and 
tricycle  not  to  belong  to  the  category  of 
motor  vehicles,  and  no  test  is  now  insisted 
on  for  these  self-propelled  vehicles.  The 
question  if  a  motpr  bicyclfe  or  tricycle  with 
a  trailer  is  a  motor  vehicle  within  the  mean- 
ing of  the  test  law  has  not  yet  been  decided. 


When  a 

Prospective  Purchaser  Asks 

how,  why  and  wherein 

THE  FORSYTH 

is  superior  to  all  other  coaster  brakes,  the  dealer  does  not  have 
to  "talk  m  circles"  to  befog  the  issue.  He  can  SHOW  and 
demonstrate  more  features  of  actual  merit  and  real  utility  than  are 
combined  in  any  half-dozen  just-as-goods. 


Have  you  as  a  dealer  properly  posted  yourself? 


FORSYTH  MFG.  COMPANY,  Buffalo,  N.  Y. 


Jobbers,  Be  Wise! 


Handle  these 
Goods  and 

MAKE  MONEY, 


STAY  WITH  THE  GOLD  MEDAL  WINNERS. 


Write  for 
our 
1902 
Price 
List. 


THE  ERIE  CRACK-A  JACK  (DOUBLE  TUOET 
PATENTED   MAy28.  1901 

PENNSYLVANIA  RUBBER  CO. 
EPIE.    PA. 


Don't  close 

until  you 

consider 

our  entire 

line. 


PENNSYLVANIA 
Rubber  Company, 

ERIE,  PA. 


BRANCHES: 


NEW  YORK 

BUFFALO 


CHICAQO  BOSTON 

PHILADELPHIA 


THE  BICYCLING  WORLD 


707 


The  Week's  Patents. 

695,508.  Frictional  Retarding  Means  for 
Spring  Veliicles.  Jules  M.  M.  Truffault, 
Paris,  France,  assignor  of  fifty-one  one-hun- 
dredtlis  to  Edward  Vassallo  Hartford, 
Orange,  N.  J.  Filed  Sept.  4,  1900.  Serial  No. 
28,950.     (No  model.) 

Claim.— 1.  In  a  vehicle,  the  combination 
with  a  supporting  spring  between  the  parts 
of  the  vehicle  movable  relatively  to  each 
other,  of  non-pneumatic  frictional  means  be- 
tween the  parts  which  provides  a  yielding 
resistance  to  movement,  said  means  produc- 
ing a  retarding  effect  on  the  reaction  of  the 
spring. 

695,536.  Cyclometer  and  Register  Mechan- 
ism. Leo  J.  Burdick,  Sturgis,  Mich.  Filed 
Sept.  26,  1898.  Renewed  July  17,  1901.  Serial 
No.  68,682.     (No  model.) 

Claim. — 1.  In  a  cyclometer  mechanism,  the 
combination  of  a  central  shaft  B,  a  cylindrical 
case  A;  an  initial  mechanism  at  one  end  to 
be  acted  upon  by  a  striker  or  other  means,  a 
main  register  mechanism  consisting  of 
wheels  C,  C,  C,  C,  adjacent  to  and  actuated 
by  said  initial  mechanism ;  a  cylindrical  drum 
D',  surrounding  the  said  register  mechanism 
having  windows  therein  through  which  the 
numbers  of  the  main  register  mechanism 
show  and  secured  to  the  first  wheel  C,  actu- 
ated by  the  initial  mechanism  and  formed 
into  a  suitable  hub  at  the  opposite  end;  a 
single  trip  or  detail  register  mechanism  con- 
sisting of  wheels  D,  D,  supported  on  the 
shaft  beyond  the  total  register  mechanism; 
a  pawl  on  the  hub  of  said  drum  D',  to  permit 
the  independent  movement  of  the  single  trip 
or  detail  mechanism,  a  cylindrical  drum  G, 
embracing  the  single  trip  poi'tiou  having  a 
spring  pawl  G',  adapted  to  rest  on  the 
periphery  of  each  number  wheel  of  the 
single  trip  mechanism;  little  lugs  e'  on  the 
peripheries  of  each  wheel  D,  to  be  actuated 
by  the  said  pawls  when  travelling  in  one  di- 
rection; a  head  A",  to  the  register  pivoted  at 
J,  on  the  centi-al  shaft  and  secured  to  the 
drum  G,  and  having  a  cap  extending  over 
the  outer  casing  A,  to  permit  the  rotation  of 
the  said  drum  G,  to  carry  the  single  trip 
register  past  the  pawl  between  it  and  the 
drum  D',  to  zero,  all  coactmg  together  sub- 
stantially as  described  for  the  purpose  speci- 
fied. 

695,551.  Coupling  for  Bicycle  Pumps. 
James  N.  Hatch,  Streator,  111.  Filed  Feb.  5, 
1901.    Serial  No.  46,071.    (No  model.) 

Claim.— 1.  In  a  coupling,  a  body  having  a 
stem  thereon,  a  spring  clamp  and  lugs  formed 
in  a  single  piece  adapted  to  slide  on  said 
stem,  said  body  limiting  the  longitudinal 
movement  of  said  clamp,  and  a  ring  for  lock- 
ing said  clamp,  the  movement  of  said  ring 
being  limited  by  said  lugs,  substantially  as 
specified. 

695,562.  Bicycle  Motor.  Robert  M.  Keat- 
ing, Middletown,  Conn.,  assignor  to  the  R. 
M.  Keating  Motor  Company,  Portland,  Me., 
a  corporation  of  Maine.  Filed  Dec.  8,  1900. 
Serial  No.  39,174.    (No  model.) 

Claim.— 1.  In  a  gasolene  engine  as  de- 
scribed, the  combination  of  the  engine  cylin- 
der, the  perforated,  hollow  piston  moving  in 
said  cylinder,  and  having  external  grooves, 
the  perforated  pitman  extending  into  said 
hollow  piston  and  connected  to  the  crank,  a 
pin  passing  through  the  said  piston  and 
through  the  hole  in  the  piston  rod,  said  pin 
having  grooves  in  its  outer  ends,  and  a  pack- 
ing ring  lying  in  the  grooves  in  the  ends  of 
the  said  pin  and  a  groove  in  the  pitman,  and 
retained  in  said  groove  in  the  piston  by  the 
bearing  of  the  cylinder  thereon,  substantially 
as  described, 
695,682.      Velocipede    Beariog.      Charles 


Glover,  New  Britain,   Conn.     Filed  --ay  1, 
3900.    Serial  No.  15,044.    (No  model.) 

Claim. — 1.  In  a  chainless  bicycle  of  the 
free  running  type,  in  combination,  the  rear 
forks  of  the  frame,  the  wheel  hul)  having 
bearing  cases  located  in  each  end  thereof, 
the  driving  gear,  the  driven  gear  mounted  on 
a  sleeve  independent  of  the  Inib  and  mesh- 
ing with  the  driving  gear,  the  axle,  inde- 
pendent cones  slidingly  mounted  on  the  axle, 
and  an  abutment  adjustably  mounted  in  the 
rear  forks  of  the  frame  and  bearing  against 
one  of  the  sliding  cones,  and  means  operat- 
ing against  the  other  cone  for  moving  the 
parts  to  adjust  the  bearings,  substantially  as 
described. 

695,685.  Coaster  Brake.  Conrad  Hanrott 
and  Harold  O.  Seyd,  London,  England.  Filed 
June  12,  1901.  Serial  No.  64,297.  (No  model.) 
Claim.— 1.  In  a  driving,  coasting  and  brake 
mechanism  for  bicycles  and  similar  vehicles, 
the  combination  of  a  driven  member  secured 
to  a  rotating  wheel  hub,  a  driving  ring  or 
member  surrounding  the  driven  member  and 
the  inner  face  of  which  is  provided  with  lugs 
or  cams  adapted  to  lock  the  driven  and  driv- 
ing members  together  when  the  driven  mem- 
ber is  rotated  in  one  direction,  a  cam  disk  or 
ring  secured  to  the  driving  member  and  pro- 
vided on  its  outer  face  with  locking  lugs  or 
cams  which  extend  in  a  direction  opposite  to 
that  of  the  locking  lugs  or  cams  of  the  driv- 
ing member,  a  friction  disk  mounted  on  the 
wheel  hub  inwardly  of  the  cam  ring  or  disk, 
an  engaging  disk  connected  with  the  shaft  or 
axle  outside  of  the  driving  and  driven  mem- 
bers, and  a  plurality  of  balls  placed  between 
the  driving  and  driven  members  and  operat- 
ing in  connection  with  said  lugs  or  cams  of 
the  driving  member  so  as  to  lock  the  same 
to  the  driven  member  when  the  driving  mem- 
ber is  rotated  in  one  direction  and  to  coact 
with  the  locking  lugs  or  cams  upon  the  cam 
ring  or  disk,  so  as  to  force  said  cam  ring  or 
disk  and  driving  member  away  from  the  en- 
gaging disk  when  the  driving  member  is  ro- 
tated in  a  reverse  direction,  substantially  as 
shown  and  described. 

695,776.  Means  for  Securing  Elastic  Tires 
to  Wheels.  William  F.  Williams,  London, 
England.  Filed  Dec.  16,  1901.  Serial  No. 
86,120.     (No  model.) 

Claim.— Means  of  tightening  and  securing 
the  internal  holding  on  band  of  an  elastic 
tire,  consisting  in  the  combination  of  a 
tension  screw  adapted  to  make  detachable 
engagement  with  the  band  and  prevente"d 
from  revolving  while  free  to  move  longitudi- 
nally, a  worm  wheel  revolving  as  a  nut  on 
the  screw,  but  prevented  from  moving  longi- 
tudinally thereof,  a  worm  in  gear  with  the 
worm  wheel,  a  bracket  wherein  the  screw, 
worm  wheel  and  worm  are  mounted,  a  seat 
in  the  wheel  rim  for  the  reception  of  said 
bracket,  and  means  whereby  the  bracket 
may  be  drawn  to  and  secured  in  its  seat  after 
the  engagement  of  the  tension  screw  with 
the  holding  on  band  and  the  placing  of  the 
tire  on  the  wheel  rim  have  been  effected, 
substantially  as  described. 

695,826.  Railway  Velocipede.  Marion  F. 
McCormick,  Knox,  Ind.,  assignor  of  one-half 
to  Frank  E.  Dumas,  Knox,  Ind.  Filed  Aug. 
16,  1901.    Serial  No.  72,308.    (No  model.) 

Claim. — 1.  An  attachment  for  adapting  bi- 
cycles to  be  propelled  along  railways,  com- 
prising a  main  frame  bar,  means  for  coup- 
ling said  bar  at  one  end  to  the  frame  of  the 
bicycle,  a  double  fork  at  the  outer  end  of 
said  frame  bar,  a  vertical  supporting  wheel 
mounted  in  one  fork,  an  inclined  guard 
Avheel  mounted  in  the  other  fork  and  adapted 
to  roll  in  contact  with  the  inner  side  of  the 
head  of  the  rail,  both  of  said  wheels  being 
equipped  with  rubber  tires,  and  braces  con- 
necting said  frame  bar  with  the  fraxae  of 
the  bicycle. 


The  Week's  Exports. 

"Good  weeks"  continue  to  be  the  rule  in 
the  matter  of  cycle  e.xports.  Last  week  was 
no  exception.  Denmark,  long  one  of  the 
most  consistent  buyers,  took  an  unusually 
heavy  shipment,  some  $25,000  worth.  Eng- 
land and  Holland,  with  .$11,000  each;  Ger- 
many, with  $10,000;  France,  with  nearly 
$7,000,  and  Sweden,  $6,000,  constituted  the 
largest  purchasers.  The  record  in  detail  fol- 
lows: 

Antwerp— 19  cases  bicycles  and  material, 
$608. 

Amsterdam— 57  cases  bicycles,  $1,650;  1 
case  bicycle  goods,  $15. 

Argentine  Republic— 4  cases  bicycles,  $608. 

British  Guiana— 4  cases  bicycles  and  ma- 
terial, $187. 

Bremen— 2  cases  bicycles,  $50. 

British  West  Indies— 8  cases  bicycle  ma- 
terial, $235. 

Brazil — 4  cases  bicycles,  $157. 

British  East  Indies— 55  cases  bicycles,  $634; 
4  cases  bicycle  material,  $252. 

British  Australia— 25  cases  bicycles  and 
material,  $840. 

British  possessions  in  Africa— 107  cases  bi- 
cycles and  parts,  $3,816. 

Copenhagen— 1,017  cases  bicycles,  $21,250; 
102  cases  bicycle  material,  $3,644. 

Christiania— 3  cases  bicycle  material,  $34; 
20  cases  bicycles,  $648. 

China— 70  cases  bicycle  material,  $2,034. 

Cuba— 6  cases  bicycle  material,  $151. 

Dutch  West  Indies— 1  case  bicycles  and 
material,  $84. 

Dutch  East  Indies— 51  cases  bicycles  and 
material,  $3,730. 

Ecuador— 1  case  bicycles,  $40. 

French  West  Indies— 2  cases  bicycles,  $75. 

Glasgow— 8  cases  bicycle  material,  $378. 

Genoa— 37  cases  bicycle  material,  $2,207. 

Hamburg— 256  cases  bicycles,  $5,302;  36 
cases  bicycle  material,  $1,512. 

Hango— 16  cases  bicycles  and  material, 
$310. 

Havre— 133  cases  bicycles,  $8,014;  51  cases 
bicycle  material,  $3,769. 

Japan— 60  cases  bicycles  and  material, 
$1,315. 

London-^7  cases  bicycles,  $1,710;  91  cases 
bicycle  material,  $5,803. 

Liverpool— 39  cases  bicycles,  $928;  12  cases 
bicycle  material,  $433. 

Lausanne — 60  cases  bicycles  and  material, 
$1,600. 

Philippines — 2  cases  bicycle  material,  $50. 

Randers— 5  cases  bicycles,  $65. 

Rotterdam— 189  cases  bicycles,  $9,514;  IS 
cases  bicycle  material,  $738. 

Stockholm— 149  cases  bicycles,  $5,950. 

Southampton— 58  cases  bicycle  material, 
$2,779. 


Pins  Pong  Helps  Repairers. 

Ping  pong  is  being  played  on  bicycles  on 
"the  other  side."  It  is  being  hailed  as  a  dis- 
tinct aid  to  tbe  ciycle  repairing  trade. 


708 


.THE  BICYCLING  WORLD 


WYOMA 

Coaster  Brakes. 

UNIVERSAL  AND  DETACHABLE. 

We  control  following  patents: 

June  12,  Aug.  14,  Dec.  25,  1900, 

Feb.  19,  March  26,  April  1,  1901, 

covering  all  features  of  construction  of  these 
brakes.  We  also  control  trade-mark  "  E.  Z  " 
and  will  manufacture  all  brakes  so  stamped. 

See  issue  of  January  ist  for  description 
and  watch  our  Ad. 

Reading:  Automobile  &  Gear  Co., 

Tenth  and  Exeter  Sts.,  READING,  PA. 


OAaliRBs 


EMBODY 

ALL 


PERFKTIQN 

•1902 CATALOG L£&  MOW  READY 

<>  »  UITre:  CO. 

INDIANAPOLIS 'IND. 

MAKERS   OF 

G  SJ  DETACHABLE  TIRES 

FOF^AUbCb/\SSES  OF\/EHICUES 


THERE  ARE  NO   LAMPS 

EQUAL  TO  THE 

BRILLIANT  or  HALO 

Gasoline  Gas  Lamps 

for  HOME,  CHURCH,  STORE, 
STREET  LIGHTING,  Etc. 

Thousands  of  them  in  daily  use  justify  the  claim.    Every 

lamp  guaranteed.     Average  cost  of  running 

loo  candle  power 

ABOUT    15  CENTS  A  MONTH. 

ONE  AGENT  WANTED   IN   EVERY  TOWN. 


BRILLIANT  GAS  LAMP  CO.,  42  State  St.,  Chicago. 


WE  BOUGHT  THE  WHOLE  BUSINESS, 

1 3,300  ri!  New  Brunswick  Tires 

WHEN   THE   FACTORY   WAS    DISCONTINUED. 

They  are  Money-Malters.        They  are  selling  fast. 
You  should  get  in  touch  with  us  quick. 


Write  us^outou^lgQQ    BICYCLE. 


BOSTON  CYCLE  &  SUNDRY  COMPANY, 


J.  M.  LINSCOTT,  Manager. 


t  Hanover  Street,  BOSTON,  MASS. 


1RADE( 


MARK 


Fauber  Perfection  Hanger 


THE 

UIAMONO 
SQUARE 
CRANK 


Unequaled  in 
any  of  the 
points  which 
make  a  Perfect 
Hhnger 


LIGHT 
SIMPLE 
DURABLE 


FAUBER 
MFG.  CO. 

ELGIN,      ILL. 


"PERFECT 


99 


OILER. 


For  High  Grade  Bicycles.  The  best  and  neatest  Oiler  in  the 
market.  DOES  NOT  LEAK.  The  "PERFECT"  is  the 
only  Oiler  that  regulates  the  supply  of  oil  to  a  drop.  It  is  ab- 
solutely unequaled.    Prlc6,  25  cetns  each. 

We  make  cheaper  oilers,  also. 

CUSHMAN  &  DENISON,  Mfrs.,  240-242  W.  23d  St.,  NEW  VORK 


HIGH  GRHOE 

wheels  must  have  the 
best  equipments. 

There  it  nothing  that  gives  more  valoe  for 
the  money  than  the  use  of  the 

MORSE  rSS.^r  chain 


NOISELESS  IN  nUD,  WATER  OR 
DUST  AND  ALWAYS  EASY  RUNNING. 

The  only  chain  having  Plictlonleis 
Rockar  Joint*.  Insist  on  having  the 
Morie  Twin  Roller.  Fits  regular 
sprockets. 

Send  for  Catalocfue  and 
Trade  Price  to 

Morse  Chain  Co.,  inimansburs:,  n.  t. 


THE  BICYCLING  WORLD 

How  to  Become  a  Repairer! 

"Trying  it  on  the  dog"  is  an  old  way  of  ob- 
taining experience  at  small  cost.  But  for 
calm  assurance  as  to  how  to  become  a  re- 
pairman this  piece  of  brazen  advice  culled 
fi'om ,  a  mechanical  journal  is  entitled  to  a 
few  buns: 

"T'o  learn  shop  kinks,  start  a  general  re- 
pair sliop  Avith  no  capital,  some  ingenuity 
and  a  couple  of  seccnd  hand  machines.  Take 
every  job  that  comes  along  and  sit  up  nights 
figuring  how  spiral  gears  are  to  be  cut  in  a 
lathe,  how  milling  is  to  be  done  with  a 
grinder,  and  various  other  things  that  will 
develop.  Not  only  kinks,  but  tangles,  will 
be  among  them. 

"When  people  come  in  and  ask  you  if  you 
can  fix  a  sewing  machine,  a  wringer,  a 
baby  carriage,  an  umbrella  or  a  watch,  tell 
them  'yes'  and  take  it,  for  if  they  are  told  a 
couple  of  times  that  your  shop  is  not  just 
equipped  for  that  particular  job  they  won't 
come  in  with  the  next  one,  and  the  other 
fellow  will  get  it.  Do  the  work  somehow, 
and  you  will  find  that  the  saying,  'Necessity 
s  the  mother  of  invention,'  is  true.  Don't 
do  the  easy  part  of  a  job  and  turn  the  rest 
over  to  a  shop  with  a  larger  equipment,  for 
they  will  get  the  profit  if  you  do,  which  is 
small  enough  on  the  whole  thing  anyway, 
and  you  will  come  out  in  the  hole.  By  do- 
ing the  hard  part  is  just  how  to  learn.  Start 
up  a  repair  shop  to  find  out  how  many  im- 
possible jobs  are  possible." 


709 


Coaster  Brake  Positions. 

In  a  recent  discussion  on  the  position  for 
the  feet  when  riding  with  a  coaster  brake, 
one  of  the  disputants  expressed  his  prefer- 
ence for  the  nearly  vertical  crank  position. 
This  position  was  preferred  because  he 
found  it  gave  him  greater  latitude  and  finer 
graduations  in  power  applications  than  any 
other. 

The  explanation  offered  was  that  by  sim- 
ply altering  the  angle  of  the  foot  and  chang- 
ing the  direction  in  which  the  pressure  is 
applied,  the  checking  power  could  be  ad- 
justed to  a  nicety.  The  cranks  are  held  in 
the  59  minutes  of  and  29  minutes  past  the 
hour.  A  slight  pressure  downward  with  the 
upper  foot  gives  a  leverage  of  about  one 
inch,  the  braking  power  therefore  being  ex- 
ceedingly slight. 

If  the  heel  is  slightly  raised  and  pressure 
applied  in  a  more  backward  direction,  the 
leverage  is  increased.  The  maximum  lever- 
age is  reached  when  the  heel  is  I'aised  so 
much  that  the  heel  is  nearly  in  line  with 
the  crank.  The  direction  of  pressure  is 
then  straight  to  the  rear  and  the  full  lever- 
age of  the  crank,  say  6%  inches,  is  used. 
Another  reason  given  was  that  with  the  feet 
in  this  position  a  sudden  dismount  could  be 
made  without  jamming  the  brake  on  with 
undue  force. 

The  question  of  the  relationship  between 
producers  and  sellers  is  a  most  important 
factor  in  the  success  of  any  business  un- 
dertaking. The  more  cordiality  there  is  es- 
tablished and  maintained,  the  better  it  must 
be  for  both  sides. 


Luxury 
of  Cycling 
made  real ! 

FIERCE 

^  Cycles 


The  Spring  Fork  is  formed  of  two 
leaves  of  spring  steel,  wliich  compose 
the  forK  sides.  In  conjunction  with 
the  Cushion  Frame  a  bicycle  is  pro- 
duced for  the  masses  which  is  the 
equal  of  the  coaches  of  the  classes. 

SEND  FOR  CATALOGUE  OF  1902  MODELS. 

The  George  N.Pierce  Co. 

BUFFALO,  NEW  YOBK,  DENVED,  SAN  JOSE. 


7ja 


THE  BICYCLING  WORLD 


•••• •••••••••••••••••••••••• 

MOSSBERG 

Tire  Chime 

THE  FIRST,  IT  IS  STILL  THE 
FOREMOST. 

ALWAYS  GOOD,  IT  IS  NOW  EVEN 
BETTER. 


Does  What  a  Bicycle  Bell 
Should  Do. 


Gives    a    loud,    continuous,   unmistakable, 
clear-the-road  alarm. 

Few  parts ;  no  spring  in  striking  mechanism; 
cannot  rattle;  acts  instantly. 

Can  be  operated  on  either  front  or  rear 
wheel. 

Popular-Priced  and  a  Great  Seller. 


GET  CATALOG. 

FRANK  MOSSBERG  CO., 

ATTLEBORO,  MASS. 


WANTS  AND  FOR  SALE. 

1 5  cents  per  line  of  seven  words,  cash  with  order. 

Ts  OR  SALE — Thomas    Motor  Bicycle  in   good 
condition,  $75.    J.  N.  Easiand,  Gt.  Barring- 
ton,  Mass. 

Ih  or    sale — Stearns    Comb.    Tandem.     Used 
but  little.     A  I  condition.     Best  offer:    J.  G. 
J i:\VETT,  North  Attleboro,  Mass. 

FOR  SALE-RIM  MACHINERY. 

Complete  outfit  of  Cowdrey  machinery  for 
making  rims  and  guards.  Capacity  300  rims  and 
70  guards  per  day.  Outfit  practically  as  good  as 
new.  A  fine  opportunity  to  get  a  good  outfit 
cheap.  H.  M.  LOUD'S  SONS  CO.,  Au  Sable, 
Mich. 


nAWD  AND  FOOT  PUMPS, 

Oilers,  Repair  T00I5, 
Valves,  Name-plates,  etc. 

I  Spelter  Solder 


Sheet  Brass, 
Brass  Wire  and  Rods. 

SPECIALTIES  to  order 
MADE  of  BRASS. 

SCOVILL    MFG.    CO. 

Factories:  Wsterbury,  Conn. 
Depots:  aio  Lake  St.,  Chicago. 

431   Broome  St.,  New  York  ^ 

►♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ 


Bicycle  Parts  and  Tubing 

WRITE  US   FOR  PRICES. 

The  Standard  Welding  Go. 

CL-EVELAIMD,  OHIO 


XLhc  H6miral 

THE  ONLY  LAMP  WHICH  BURNS 
EITHER  OIL  OR  GAS. 

...Made  by... 
THE  ADMIRAL  LAHP  CO.,     -     Harysville,  Ohio. 


50  BICYCLE  ADS. 

They  are  reproductions  of  Ads  that  have 
brought  us  trade.  Catchy  headlines.  Attractive 
wording.  Ready  for  the  printer.  They  will  surely 
bring  customers.  Try  them.  Stamps  taken. 
Address  H.  P.  TOWNLEY,  Terre  Haute,  Ind. 


ARNOLD,SCHWINN&CO. 

CHICAGO. 

WORLD  BICYCLES. 

Jobbing  Wheels  a  Specialty. 
'  LARGEST  INDEPENDENT  MAKERS  IN  THE  COUNTRY. 


Upon  receipt  of  40  cents  in  stamps  we  wilt  mail  one 
dozen  of  the  MAGIC  as  a  sample  trial  to  any  part  of 
<J.  S.  A.    Ask  your  jobber  for  it. 


HAS  A  POINT  ONLY  XelN. DIAMETER. 

Bicycle  salesmen  wanted  to  handle  the  MAQIC  as  a 
side  line. 

THE  MAGIC  REPAIR  TUBE  CO.,  248  LARRABEE  ST.,  CHICAGO,  ILL. 


The  Crosby  Company, 

BUFFALO,    N.   Y., 

Sheet  Metal  Stamping. 


THE  ARMSTRONG  "A"  CRANK  HANGER 

is  conceded  by  competent  judges  to  be  the 
most  perfect  in  point  of  design,  mechan- 
ical coastruction,finish  and  materials  used, 
that  it  is  possible  to  produce.  Made  in 
one  grade  only,  the  highest.  Handsome 
in  appearance;sinip!e in  construction;  tasy 
and  positive  adjustment.  We  make  th* 
most  complete  line  of  bicycle  frame  6t- 
ings  and  crank  hangers  on  the  market. 
Our  igo2  prices  are  itnv.    Write  for  them. 

ARMSTRONG  BROS.  TOOL  CO., Chicago. 

'^D.  &  J."  HANGERS 

FOR 

Single, 

Tandem, 

Triplet, 

ABSOLUTEur  THE  BEST    Quad  on^ 

Motor  Cycles. 

Lightest,  Nearest  Dust  Proof,  and 
Easiest  Running  Hanger  in  tile  World. 
Park  City  Mfg.  Co.,  inc.,  Chicago 


SPOKES"NIPPLES 


for  Bicycles^  Motocycles 
and  Auiomobilesm 


STANDARD 

SPOKE  &  NIPPLE  CO.,  Tomngton,  Conn.,  U.  S.  A. 


"LIBERTY"  CHIMES 

BICYCLE  and  MOTOR  CYCLE  BELLS. 

' — — >^     Original  in  Practical  in 

Design.  Construction. 

Superb  in  Finish. 

In  a  word  their  general   excellence 
has  made  them  pre-eminent  everywhere. 


For  Sale  by  all  the  Leading;  Jobbers. 

Used  by  all  Discriminatins  Purchasers. 


LIBERTY  BELL   COHPANY,     Bristol,  Conn. 


THE  BICYCLING  WORLD 


7\\ 


DO  IT  NOW 

If  your  business  shows 
signs  of  lethargy — 

WRITE    US 

Don't  put  it  off 

and  think  that  tomorrow 

will  do — 

DO  IT  NOW 

We  want  to  tell 
you  about  the 

Wolff-American 


Regal  and 

Holland 


bicycles  for  1902. 
They  are  sold  by 
representative  dealers. 
They  will  give  an 
eighteen  carat  freshness 
to  your  store.     They  have 
done  it  many  times  for 
others  and  can  do  the  same 
for  you — and — 

DO  IT  NOW 

Stearns  Bicycle  Agency 

GENERAL    DISTRIBUTORS 

Syracuse,    New   York. 


Just  a  Matter  of  Tires. 

"If  I  were  quite  sure  that  I  should  use  m.\ 
wheel  .$5  worth  this  season  I  would  invest  in 
a  new  pair  of  tires.  But  I  don't  feel  like 
'blowing  in'  the  money  without  having  some 
sort  of  a  guarantee  from  myself  that  I  should 
get  the  worth  of  it." 

Thus  remarked  a  once  active  cyclist  in  thi' 
hearing  of  the  Bicycling  World  man.  Eji- 
couraged  by  the  latter's  evident  interest,  he 
went  on: 

"You  see,  it  is  this  way.  I  did  not  ride  any 
last  year,  and  very  little  the  year  before. 
Consequently,  I  feel  the  need  of  some  exer- 
cise. Besides,  I  miss  my  lides,  having  found 
nothing  to  replace  them.  So  I  have  seriously 
thought  of  taking  up  cycling  again,  just  to 
see  if  it  retains  any  of  its  old  charm.  If  if 
does  I  shall  be  very  glad,  and  it  will  be 
worth  the  $5  many  times  over. 

"Why  do  I  hesitate?  Just  simply  because 
I  am  not  sure  I  shall  stick  to  it  if  I  take 
it  up.  Last  spring  I  Avas  in  the  notion  of 
riding  again,  but  did  nothing  with  it.  The 
year  before  it  was  the  same  way— I  was  al- 
ways •going  to'  pursue  the  pastime  with  my 
old  time  zeal.    But  I  never  did. 

"So  now  I  am  not  sure  my  '$'t  would  not 
be  thrown  away.  And  if  so  I  should  feel 
like  kicking  myself. 

"But  I  must  do  one  thing  or  the  other  this 
year— either  get  new  tires  or  stop  thinking 
of  riding.  Those  on  my  machine  are  quite 
worn  out— worthless,  in  fact;  they  won't  even 
hold  air  any  more.  And,  to  be  quite  honest 
about  it.  I  half  believe  that  it  is  a  good 
thing.  It  will  force  me  to  do  something. 
And  I've  a  sneaking  notion  that  I'll  find 
myself  in  a  store  some  fine  afternoon,  buying 
a  pair  of  tires." 


Beware !  the  Low=Priced  Motocycle. 

While  it  is  yet  too  early  to  give  specific 
warning  against  low  priced  motor  bicycles, 
as  the  industry  is  too  new  to  attract  the 
vultures,  it  will  do  no  harm  to  remiud  the 
dealer  that  he  should  take  to  heart  the  ex- 
periences gained  with  the  motoiiess  bicycle 
and  strenuously  fight  the  natural  demand 
on  the  part  of  the  public  for  low  priced 
motor   bicycles. 


"How  to  Drive  a  Motocycle."  See  "Moto- 
cycles  and  How  to  Manage  Them."  $1.  The 
Goodman  Co..  Box  649,  New  York.  *'" 


TRAOe-MARK 
REGISTERCDi 


STEEL 
BALLS 


WE  ARE  THE  ONLY  MANUFACTURERS  WHO  OAN  MAKE  THE  FOLLOWING  GUARANTEES: 

That  every  ball  is  a  perfect  sphere. 
That  every  ball  is  within  i- 10,000  of  an  inch  of  exact  size. 
That  the  balls  are  made  of  the  best  quality  of  true  crucible  tool  steel. 

That  balls  bought  from  us  at  one  time  will  be  exactly  like  balls  of  a  similar  size  bought  from  us 
at  any  other  time.  • 


THE    STEEL    BALL   COMPANY, 


832-840  Austin  Avenue, 


CHICAGO,  ILL. 


20th  Century  Double  Bells 

SOMETHING  NEW  IN  THE  BELL  LINE. 

Very  musical  cliime.  Two  stationary  gongs.  Two  bells  in  one. 

LOUDEST  RINGING  BELLS  ON  THE  MARKET. 

50    CENTS    LIST    PRICE. 

Trade  Price  is  Low  Enough  to  Satisfy  Everyone. 

^We  have  THREE  OTHER  SPECIAL  BELLS  at  INTERESTING  PRICES. 

CATALOGUE    AND   TRADE    PRICE   READY 

(WILLIS'   PRICES  ARE  BUSINESS   MAKERS. 

WILLIS  PARK  ROW  BICYCLE  CO.,  23  Park  Row  NswYork. 


7)2 


THE  BICYCLING  WORLD 


iVBW  DEPARTURE 
COASTER  BRAKE 


SOLD  EVERYWHERE  BY  EVERY  BODY/ 


&.^9>  r 


ANUFACTURED 


,B\STOL.«.wfiN.0.s.4^ 
SeiLINC      ACtNTS 

John  H.Craham  dr  Co. 

NtW   YORK  CITY. 


SOLAR  LAMPS 

ALWAYS   SATISFY. 

Badger  Brass  Mfg.  Co.,  Kenosha    Wis. 


Fast  Trains 

Chicago  &  North-Western  Ry. 


The  Overland  Limited 

California  in  3  days 

The  Colorado  Special 

One  night  to  Denver 

The  Chicago-Portland  Special 

Oregon  and  Washington  in  3  days 

The  North-  Western  Limited 

Electric  Lighted— Chicago, 

St.  Paul  and  Minneapolis 

Duluth  and  St.  Paul  Fast  Mail 

Fast  train  to  head  of  lakes 

The  Peninsula  Express 

Fast  time  to  Marquette 

and  Copper  Country 

^O  change  of  cars.     The  best  of  every- 
thing.   Call  on  any  agent  for  tickets 
Dr  address 


461  Broadway  -  New  Yorh 
eOl  Ches't  St.Philadelphia 
388  Washington  St.,  Boston 
301  Main  St.,  ■  ■  Buffalo 
212  Clark  St.,     •      Chicago] 


435  Vine  St.,  ■  Cincinnati 
507  SmithfldSt.,  Pittsburg 
234  Superior  St.,  Cleueland 
17  Campus  Martius,  Detroit 
'2 King  St  .East.  Toronto.Ont. 


Ail  American  wheebncD  who  desire  to  keep  themselves 
paatod  upon  matters  concerning  the  cycle  in  Europe,  its  trade, 
■echanics,  and  sport,  ihoold  subscribe  to 

THE  CYCLIST 

AND  BICYCLING  AND  TRICYCLING  TRADES  REVIEW. 

Tke  only  recognised  authority  of  English  trade  and  manufac- 
nn.     Sent  post  free  to  any  \  art  of  America  for  one  year,  $3.15. 

American  manufacturers  having  novelties  in  machines  or  sun 
dries  to  introduce  should  advertise  in 

THE    CVCLIST. 

Tervu  en  application  to 

lUPPB  SONS  &  STURMBY,  Ltd., 
19  Hartford  Street,  Coventry,  BnKland. 

He<nb«rs  of  tke  AmerlMii  Tnde  viiltlng  Eftglaiid  ar*  Invited  to 
eall  at  THE  CTCUST  Offlo*  at  Coventry  or  tt  3  St  Bride  Street, 
Lndprte  CiroM,  London,  E.  C. 


Through  Train  and  Car  Service  in 
effect  April  1&,  1900. 

TWO  FAST  TRAINS 


"Chicago"  "North  Shore" 

Special  Special   - 

Via  Lake  Shore.    Via  Mich.  Cen. 


Lv.  Boston 

tO.45  A.M. 

2.00  P.M. 

Due  Albany 
"     Syracuse 

4.10  P.M. 

7.35     " 

7.55       " 

11.25     " 

"     Rochester 

9.4S      " 

1.15      " 

"     Buffalo 

11.40      " 

"     Toledo 

5.55  A.M. 

"     Detroit 

8.25     " 

"     Chicago 

11.50      " 

4.00  P.M. 

"Chicago  Special"  has  through  Buflfet  Library  Smoking  Car 
and  Dining  Car  to  Syracuse  and  from  Toledo  to  Chicago. 

"North  Shore  Special"  has  Dining  Car  to  Albany,  and  from 
St.  Thomas  to  Chicago.  Both  trains  run  daily  and  are  made 
up  of  the  most  modern  and  luxurious  vestibuled  Sleeping  Cars. 

For  other  service  west,  time  tables,  reservaiion,  etc.,  address 

A.  5,  HANSON,  Gen.  Pass.  Agt.,  Boston. 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles 

"  Motocycles  and  How  to  Manage 
Them  " 

is  the  very  book  you  need. 
Every  page  teaches  a  lesson.      Every  illustration 

"  speaks  a  piece." 
And  there  are  126  pages  and  41   pictures,  too 

Price,  51.00. 
The  Goodman  Co.,  124  Tribune  Bldg.,  New  York. 

If  You  are  Interested  in  Automobiles,' 

THE  MOTOR  WORLD 

Will  Interest  You. 


It's  readable, 
and  you  can  understand  what  you  read. 

Published  Bvery  Thursday 
at  123>5  Tribune  Building,  New  York. 

#a  oer  Year  Si»ecimen  Copie«  Gratis 


Cj-P*.  •'4    °0, 


^:;s^^ 


via  Rockf  ord,  Freeport,  Dubuque,  Independencaw 
Waterloo,  Webster  City,  Fort  Dodge,  Rockwell 
City,  Denlson  and  Council  Blufis. 

DOUBLE  DAILY  SERVICE 

TO  OMAHA 

Buffet -library -smoking  ears,  sleeping  cacs. 
tree  reclining  chair  cars,  dining  cars. 

Tickets  of  agents  of  I.  C.  E.  R.  and  connecting 
\ae».  A.  H.  HANSON.  G.  P.  A.,  CWcas«v 

BOSTON  &  MAINE  R.R. 

LOWEST  RATES 
FAST  TRAIN  SERVICE 


■BTfrnut 


Boston  and  Chicago, 

St.  Louis,  St.  Paul, 
Minneapolis 

and  all  points  West,  Northwest,  South we«t 

Pullman  Parlor  or  Sleeping   Cars  on  all 
Through  trains. 

For  tickets  and  information  apply  at  way 
principal  ticket  office  of  the  company. 


D.  J.  FLANDERS,  Gen1  Pass.  &  Ticket  A^t. 

BOSTON. 

The  Best  Advertising  Medium 
for  the  Irish  Trade  is 

THE 
IRISH  CYCLIST 

Spedmen  copy  and  advertising  rates  na 
ai^Iication  to 

R.  J.  MECREDY  &  SON,  Ltd.,  Proprietors, 

49  rUddle  Abbey  St,,  DUBLIN. 


'  She  sits  forever  in  the  sun." 


DENVER, 
COLORADO, 


Joaquin  Miller  thus  wrote  of  Denver, 
and  all  who  have  seen  it  pronounce  this 
one    of   the    most   beautiful  of  modern  , 
cities.     It  is  reached  by  the 

NEW  YORK  CENTRAL  LINES 

and  their  connections.  Only  'one  change 
of  cars  from  New  York  or  Boston  to 
Denver. 

Details  of  rates  and  trains  gladly  fur- 
nished by  any  New  York  Central  ticket 
agent. 


A  copy  of  "America's  Summer  Resorts,"  will  be 
sent  free,  postpaid,  on  receipt  of  a  postage  stamp 
by  George  H .  Daniels.  General  Passenger  Agent, 
New  York  Central  &  Hudson  River  Railroad, 
Grand  Central  Station,  New  York. 


mmmmmmmmmmmmmmmmmmim¥mmmmmmmmmmmmmm 


■THE- 


1902  YALE 

IS   HANDLED    BY    REP- 
RESENTATIVE AGENTS 

Our  Catalogue  Showing  (he 

12  VARIETIES 

is  Ready 


YOUR     ATTENTION    INVITED 
TO  A  BUSINESS  PROPOSITION 


I   The  Kirk  Mfg.  Co.,  Toledo,  Ohio  \ 


167  Oliver  St.,  Boston,  Mass. 


83  Chambers  St,  New  York 


Ml 


5nell 


The 


Bicycle 

An    OLD    ESTABLISHED    NAME    PLATE 
on  a  COMPLETE  LINE  of  NEW  MODELS. 

Hussey 
Bar. 

Used  on  all  up-to-date  wheels  and  sold 
by  all  live  dealers. 


The 


THE  SNELL  CYCLE  FITTINGS  CO., 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles, 

**Motocycles  and   How  to  Man- 
age Them" 

is  the  very  book  you  need. 
Eiverypage  teaches  a  lesson.     Every^illustratioB 

"speaks  a  piece." 
And  there  are  126  pages  and  41  pictures,  too^l 

Price,  $1.00. 
Th«  Goodman  Co.,  134  Trlbunt  BIdg.,  N«w  York. 


0' 


^  WRITE     FOR     CAFALOQUE    AND    PRICES 

^  ALL  THE 

STANDARD   BICYCLES  I 

OF  THE  WORLD 

At  Prices  sIh  The  Purchaser 

WE    CAN    SHOW    YOU    A    GOOD    PROFIT 


COLUMBIA  MONARCH 

CLEVELAND         RAMBLER         TRIBUNE 

CRESCENT      IMPERIAL     JUVENILE 

AND  MOTOR  BICYCLES 


Also  Hygienic  and  Regas  Cushion  Frame  Bicycles 

AMERICAN    CYCLE    MANUFACTURING    COMPANY 


KASTERN  SALES  DEPARTMENT 

152-154  Franklin  St. 

NEW  YORK  CITY 


WESTERN  SALES  DEPARTMENT 
497=501   Wells  St. 
CHICAGO,  ILL; 


PACIFIC  COAST  BRANCH 

451  Mission  St. 

SAN  FRANCISCO,  CAL. 


WRlTEflFOR    CATALOGUE    AND    PRICES 
^  WE    WANT    A    LIVE    DEALER    IN    EVERY    CITY    AND    TOWN 


;\ 


'  !l 


mm 


.7    ■! 
:J  5 


'«.M  ■ 


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